Method and apparatus for an adjustable damper

ABSTRACT

A method for controlling vehicle motion is described. The method includes accessing a set of control signals including a measured vehicle speed value associated with a movement of a vehicle. A control signal associated with user-induced input is also accessed. The method compares the measured vehicle speed value with a predetermined vehicle speed threshold value to achieve a speed value threshold approach status, and then compares the set of values to achieve a user-induced input threshold value approach status. The method monitors a state of a valve within the vehicle suspension damper, and determines a control mode for the vehicle suspension damper. The method also regulates damping forces within the vehicle suspension damper.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation application of and claims the benefitof co-pending U.S. patent application Ser. No. 16/051,156, filed on Jul.31, 2018, entitled “METHOD AND APPARATUS FOR AN ADJUSTABLE DAMPER” byEricksen et al., assigned to the assignee of the present application,having Attorney Docket No. FOX-P7-22-14-US.DIV3, and is herebyincorporated by reference in its entirety herein.

The application with Ser. No. 16/051,156 is a divisional application ofand claims the benefit of U.S. patent application Ser. No. 15/275,078,filed on Sep. 23, 2016, now Issued U.S. Pat. No. 10,040,329, entitled“METHOD AND APPARATUS FOR AN ADJUSTABLE DAMPER” by Ericksen et al.,assigned to the assignee of the present application, having AttorneyDocket No. FOX-P7-22-14-US.DIV, and is hereby incorporated by referencein its entirety herein.

The application with Ser. No. 15/275,078 is a divisional application ofand claims the benefit of U.S. patent application Ser. No. 14/466,831,now Issued U.S. Pat. No. 9,452,654, filed on Aug. 22, 2014, entitled“METHOD AND APPARATUS FOR AN ADJUSTABLE DAMPER” by Ericksen et al.,assigned to the assignee of the present application, having AttorneyDocket No. FOX-P7-22-14-US, and is hereby incorporated by reference inits entirety herein.

The application with Ser. No. 14/466,831 is a continuation-in-partapplication of and claims the benefit of U.S. patent application Ser.No. 14/251,446, filed on Apr. 11, 2014, now Issued U.S. Pat. No.10,047,817, entitled “METHOD AND APPARATUS FOR ADJUSTABLE DAMPER” byEricksen et al., assigned to the assignee of the present application,having Attorney Docket No. FOX-P2-11-14-US, and is hereby incorporatedby reference in its entirety herein.

The U.S. patent application Ser. No. 14/251,446 is acontinuation-in-part application of and claims the benefit of U.S.patent application Ser. No. 13/934,067, filed on Jul. 2, 2013, nowIssued U.S. Pat. No. 10,060,499, entitled “METHOD AND APPARATUS FORADJUSTABLE DAMPER” by Ericksen et al., assigned to the assignee of thepresent application, having Attorney Docket No. FOX-0065US, and ishereby incorporated by reference in its entirety herein.

The application with Ser. No. 13/934,067 is a continuation-in-partapplication of and claims the benefit of U.S. patent application Ser.No. 13/843,704, now Issued U.S. Pat. No. 9,033,122, filed on Mar. 15,2013, entitled “METHOD AND APPARATUS FOR ADJUSTABLE DAMPER” by Ericksenet al., assigned to the assignee of the present application, havingAttorney Docket No. FOX-P10-02-12-US, and is hereby incorporated byreference in its entirety herein.

The application with Ser. No. 13/843,704, claims the benefit of andclaims priority of co-pending U.S. provisional patent application Ser.No. 61/709,041, filed on Oct. 2, 2012, entitled “METHOD AND APPARATUSFOR AN ADJUSTABLE DAMPER” by Ericksen et al., assigned to the assigneeof the present application, having Attorney Docket No.FOX-P10-02-12.PRO, and is hereby incorporated by reference in itsentirety herein.

The application with Ser. No. 13/843,704, claims priority of co-pendingU.S. provisional patent application Ser. No. 61/667,327, filed on Jul.2, 2012, entitled “METHOD AND APPARATUS FOR AN ADJUSTABLE DAMPER” byEricksen et al., assigned to the assignee of the present application,having Attorney Docket No. FOXF/0065USL, and is hereby incorporated byreference in its entirety herein.

The application with Ser. No. 14/251,446 is a continuation-in-partapplication of and claims the benefit of U.S. patent application Ser.No. 13/485,401, now Abandoned, filed on May 31, 2012, entitled “METHODSAND APPARATUS FOR POSITION SENSITIVE SUSPENSION DAMPING” by Ericksen etal., assigned to the assignee of the present application, havingAttorney Docket No. FOXF/0055US, and is hereby incorporated by referencein its entirety herein.

The application with Ser. No. 13/485,401 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/491,858, filed on May 31, 2011, entitled “METHODS AND APPARATUS FORPOSITION SENSITVE SUSPENSION DAMPENING” by Ericksen et al., assigned tothe assignee of the present application, having Attorney Docket No.FOXF/0055USL, and is hereby incorporated by reference in its entiretyherein.

The application with Ser. No. 13/485,401 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/645,465, filed on May 10, 2012, entitled “METHOD AND APPARATUS FOR ANADJUSTABLE DAMPER” by Cox et al., assigned to the assignee of thepresent application, having Attorney Docket No. FOX-P5-10-12.PRO, and ishereby incorporated by reference in its entirety herein.

The application with Ser. No. 14/251,446 is a continuation-in-partapplication of and claims the benefit of U.S. patent application Ser.No. 12/684,072, now Abandoned, filed on Jan. 7, 2010, entitled “REMOTELYOPERATED BYPASS FOR A SUSPENSION DAMPER” by John Marking, assigned tothe assignee of the present application, having Attorney Docket No.FOXF/0032US, and is hereby incorporated by reference in its entiretyherein.

The application with Ser. No. 12/684,072 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/143,152, filed on Jan. 7, 2009, entitled “REMOTE BYPASS LOCK-OUT” byJohn Marking, assigned to the assignee of the present application,having Attorney Docket No. FOXF/0032L, and is hereby incorporated byreference in its entirety herein.

The application with Ser. No. 14/251,446 is a continuation-in-partapplication of and claims the benefit of U.S. patent application Ser.No. 13/189,216, now Issued U.S. Pat. No. 9,239,090, filed on Jul. 22,2011, entitled “SUSPENSION DAMPER WITH REMOTELY-OPERABLE VALVE” by JohnMarking, assigned to the assignee of the present application, havingAttorney Docket No. FOXF/0049USP1, and is hereby incorporated byreference in its entirety herein.

The application with Ser. No. 13/189,216 is a continuation-in-partapplication of and claims the benefit of U.S. patent application Ser.No. 13/010,697, now Issued U.S. Pat. No. 8,857,580, filed on Jan. 20,2011, entitled “REMOTELY OPERATED BYPASS FOR A SUSPENSION DAMPER” byJohn Marking, assigned to the assignee of the present application,having Attorney Docket No. FOXF/0043USP1, and is hereby incorporated byreference in its entirety herein.

The application with Ser. No. 13/010,697 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/296,826, filed on Jan. 20, 2010, entitled “BYPASS LOCK-OUT VALVE FORA SUSPENSION DAMPER” by John Marking, assigned to the assignee of thepresent application, having Attorney Docket No. FOXF/0043USL, and ishereby incorporated by reference in its entirety herein.

The application with Ser. No. 13/189,216 is a continuation-in-partapplication of and claims the benefit of U.S. patent application Ser.No. 13/175,244, now Issued U.S. Pat. No. 8,627,932, filed on Jul. 1,2011, entitled “BYPASS FOR A SUSPENSION DAMPER” by John Marking,assigned to the assignee of the present application, having AttorneyDocket No. FOXF/0047USP1, and is hereby incorporated by reference in itsentirety herein.

The application with Ser. No. 13/175,244 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.61/361,127, filed on Jul. 2, 2010, entitled “BYPASS LOCK-OUT VALVE FOR ASUSPENSION DAMPER” by John Marking, assigned to the assignee of thepresent application, having Attorney Docket No. FOXF/0047USL, and ishereby incorporated by reference in its entirety herein.

BACKGROUND Field of the Invention

Embodiments generally relate to a damper assembly for a vehicle. Morespecifically, the invention relates to an adjustable damper for use witha vehicle suspension.

Description of the Related Art

Vehicle suspension systems typically include a spring component orcomponents and a dampening component or components. Typically,mechanical springs, like helical springs are used with some type ofviscous fluid-based dampening mechanism and the two are mountedfunctionally in parallel. In some instances, a spring may comprisepressurized gas and features of the damper or spring areuser-adjustable, such as by adjusting the air pressure in a gas spring.A damper may be constructed by placing a damping piston in afluid-filled cylinder (e.g., liquid such as oil). As the damping pistonis moved in the cylinder, fluid is compressed and passes from one sideof the piston to the other side. Often, the piston includes vents therethrough which may be covered by shim stacks to provide for differentoperational characteristics in compression or extension.

Conventional damping components provide a constant damping rate duringcompression or extension through the entire length of the stroke. Otherconventional damping components provide mechanisms for varying thedamping rate. Further, in the world of bicycles, damping components aremost prevalently mechanical. As various types of recreational andsporting vehicles continue to become more technologically advanced, whatis needed in the art are improved techniques for varying the dampingrate.

BRIEF DESCRIPTION OF THE DRAWINGS

Aspects of the present invention are illustrated by way of example, andnot by way of limitation, in the accompanying drawings, wherein:

FIG. 1 depicts an example electronic valve of a vehicle suspensiondamper, in accordance with an embodiment.

FIGS. 2A-2C depict an electronic valve, in accordance with anembodiment.

FIG. 3 is a block diagram of an example computer system with which orupon which various embodiments of the present invention may beimplemented.

FIG. 4A is a block diagram of a system 400 for controlling vehiclemotion, in accordance with an embodiment.

FIG. 4B is a block diagram of an electronic valve 460 which may beintegrated into the system 400, in accordance with an embodiment.

FIG. 4C is a block diagram of the control system 404 of FIG. 4A, inaccordance with an embodiment.

FIG. 4D is a block diagram of the database 416 of FIG. 4A, in accordancewith an embodiment.

FIG. 5 is a flow diagram of a method 500 for controlling vehicle motion,in accordance with an embodiment.

FIG. 6, followed by FIG. 7, is a flow diagram of a method 600 forcontrolling vehicle motion, in accordance with embodiments.

FIG. 8 shows a method for controlling vehicle motion, in accordance withan embodiment.

FIG. 9 depicts a side cross-sectional view of a shock absorber 900 uponwhich embodiments may be implemented.

FIGS. 10A-16B depict methods for controlling vehicle motion, inaccordance with various embodiments.

FIGS. 17A-17C show interactive touch screens, in accordance with variousembodiments.

FIG. 18A is a side cross-sectional view of a monotube piggybackarrangement with the electronic valve located at the main piston, inaccordance with an embodiment.

FIG. 18B is an enlarged view of Detail A of FIG. 18A, in accordance withan embodiment.

FIG. 18C is an enlarged cross-sectional view of Detail of FIG. 18A, inaccordance with an embodiment.

FIG. 18D is an enlarged cross-sectional view of Detail of FIG. 18A, inaccordance with an embodiment.

FIG. 18E is a side cross-sectional view of a solenoid and surroundingcomponents, in accordance with an embodiment.

FIG. 18F is an enlarged cross-sectional side view of Detail A of FIG.18A, in accordance with an embodiment.

FIG. 18G is an enlarged cross-sectional side view of Detail A of FIG.18A, in accordance with an embodiment.

FIG. 18H is an enlarged cross-sectional side view of Detail A of FIG.18A, in accordance with an embodiment.

FIG. 18I is an enlarged cross-sectional side view of Detail A of FIG.18A, in accordance with an embodiment.

FIG. 18J is a side cross-sectional view of the electronic valve actingas the base valve assembly, in accordance with an embodiment.

FIG. 18K is an electronic valve 460 integrated into a monotube design ofa shock absorber, with a piggy back chamber, in accordance with anembodiment.

FIG. 18L is an enlarged cross-sectional view of the base valveelectronic valve of Detail A of FIG. 18K, in accordance with anembodiment.

FIG. 18M is the monotube design of FIG. 18K in a rebound position, inaccordance with an embodiment.

FIG. 18N is an enlarged view of the electronic valve 460 shown in DetailA of FIG. 18M, in accordance with an embodiment.

FIG. 18O is the electronic valve 460 integrated into an internal bypassmonotube design 1863 for a shock absorber, in accordance with anembodiment.

FIG. 18P is an enlarged view of the electronic valve 460 of Detail Ashown in FIG. 18O, in accordance with an embodiment.

FIG. 18Q is a side section view of a twin tube 1878 in a compressionstate, in accordance with an embodiment.

FIG. 18R is a block description of the relationship between thecomponents shown in FIGS. 18R1 and 18R2, in accordance with anembodiment.

FIG. 18R1 is a side section view of the twin tube 1878 in a compressionstate, in accordance with an embodiment.

FIG. 18R2 is a section view of the two electronic valves of FIG. 18R1positioned in parallel with each other, in accordance with anembodiment.

The drawings referred to in this description should be understood as notbeing drawn to scale except if specifically noted.

DESCRIPTION OF EMBODIMENTS

The detailed description set forth below in connection with the appendeddrawings is intended as a description of various embodiments of thepresent invention and is not intended to represent the only embodimentsin which the present invention may be practiced. Each embodimentdescribed in this disclosure is provided merely as an example orillustration of the present invention, and should not necessarily beconstrued as preferred or advantageous over other embodiments. In someinstances, well known methods, procedures, objects, and circuits havenot been described in detail as not to unnecessarily obscure aspects ofthe present disclosure.

Notation and Nomenclature

Unless specifically stated otherwise as apparent from the followingdiscussions, it is appreciated that throughout the present Descriptionof Embodiments, discussions utilizing terms such as “accessing”,“comparing”, “monitoring”, “determining”, regulating”, “calculating”, orthe like, often refer to the actions and processes of a computer systemor similar electronic computing device (or portion thereof) such as, butnot limited to, a control system. (See FIGS. 3, 4A, 4C and 4D.) Theelectronic computing device manipulates and transforms data representedas physical (electronic) quantities within the electronic computingdevice's processors, registers, and/or memories into other datasimilarly represented as physical quantities within the electroniccomputing device's memories, registers and/or other such informationstorage, processing, transmission, and/or display components of theelectronic computing device or other electronic computing device(s).Under the direction of computer-readable instructions, the electroniccomputing device may carry out operations of one or more of the methodsdescribed herein.

Overview of Discussion

As is generally known, shock absorbers, such as those described in USpatent application Ser. No. 114/231,446, “Method and Apparatus for anAdjustable Damper”, may be applied to a multi-wheeled vehicle. Theseshock absorbers may include an electronic valve that has an orificeblock, a primary valve and a pilot valve assembly. Sensors may beattached to the vehicle and provide information, to a control systemattached to the electronic valve, on acceleration (with respect to abicycle) and on acceleration, tilt, velocity and position (with respectto vehicles with more than two wheels). The control system accesses thesensor signals and actuates the electronic valve to provide variabledamping.

Example conventional and novel techniques, systems, and methods forcontrolling vehicle motion are described herein. Herein, with referenceto FIGS. 1 and 2A-2C, various conventional systems, methods andtechniques that utilize a conventional control system and a conventionalelectronic valve for controlling vehicle motion in vehicles with threeor more wheels are described. Then, with reference to FIGS. 4A-4D, anovel electronic valve and its functioning is described. This novelelectronic valve is not only utilized to perform the conventionalmethods for controlling a vehicle' motion described with respect toFIGS. 1, 2A-2C and 5-8, but also novel methods for controlling avehicle's motion by enabling even more selective damping to occur,discussed with reference to FIGS. 10A-16B.

In regards to FIGS. 1 and 2A-2C, the conventional features describedtherein, and as will be described herein, not only deduce the verticalacceleration values, but also deduce, from a received set of controlsignals (that include acceleration values associated with variousvehicle components), the roll and pitch of a vehicle with more than twowheels. These measured acceleration values relate to the tilt (e.g.,roll, pitch) of the vehicle and are compared to a database havingthereon preprogrammed acceleration threshold values associated withvehicle components as it relates to tilt. Further, the conventionalcontrol system receives measured velocity values associated withuser-induced events (e.g., turning a steering wheel, pressing/releasinga brake pedal, pressing/releasing the gas pedal, thereby causing athrottle to open/close). The control system compares these measuredvelocity values relating to user-induced events to a database havingpreprogrammed thereon velocity threshold values associated with vehiclecomponents. Based on the comparison performed with regard to themeasured acceleration values with the predetermined accelerationthreshold values and the measured velocity values with the predeterminedvelocity threshold values, as well as the determined state of valveswithin various vehicle suspension dampers attached to vehiclecomponents, the control system sends an activation signal to powersources of the vehicle suspension dampers. The activation signalactivates the power source to deliver a current to valve assemblieswithin the vehicle suspension dampers. Once delivered, the valveassemblies adjust to a desired state. The desired state is configured toadjust the damping force to reduce or eliminate the tilt of thevehicle's frame. In other words, the orientation of the vehicle frame isplaced as close to level as possible.

As will be described herein, these conventional systems and methods alsoprovide various system modes within which the vehicle suspension dampersmay operate, along with control modes for affecting roll and pitchdynamics of the vehicle. Further, these conventional methods and systemsfor implementing delays and rebound settle time, for de-conflictingmultiple control modes and for cycling between different system modesare described.

Thus, described first herein are conventional, though newer, systems andmethods for controlling a vehicle's motion by increasing and/ordecreasing damping forces within a vehicle suspension damper in quickresponse to sensed movement of vehicle components (e.g., vehicle wheelbase). These systems and methods may be used in various types ofmulti-wheeled vehicles, such as, but not limited to, side-by-sides(four-wheel drive off-road vehicle), snow mobiles, etc. Theseconventional devices may be positioned in both the front fork and therear shock. While, in general, vehicle suspension dampers cannot respondquickly enough to a sensed movement of a vehicle's front wheeltraversing an obstacle such that the rider avoids feeling the effect viathe vehicle's frame, the conventional, though newer, systems and methodsdescribed herein are able to quickly and selectively apply dampingforces through the vehicle suspension dampers (that are coupled withboth the vehicle's forks and the vehicle's frame). Such damping enablesthe vehicle's frame, and thus the vehicle's rider, to experience lessacceleration than that being experienced by the wheel base(s).

The conventional systems and methods described herein for controllingvehicle motion provide a control system that enables the use of sensorsand an electronic valve to read the terrain and make changes to thevehicle suspension damper(s) in real time. The conventional controlsystem described herein enables at least the following functions: theexecution of algorithms that enable a quicker response and adjustment tothe vehicle suspension damper(s) than other conventional vehiclesuspension dampers; a quiet operation since there are no audibleelectronic valve actuation sounds; a power efficient model that isdesigned for low power consumption; an easily tunable model that may useconventional means in combination with the control system describedherein, such as, but not limited to, valve shims; a fail-safe shockabsorber, as the electronic valve also functions as a conventional shockif power is lost; a small model that can be packaged in bicycle forksand shocks; and a versatile model that may function in conventionalshocks, twin tube shocks and bypass shocks.

In contrast to the conventional system and method for controlling avehicle's motion described herein, embodiments utilize a variablepressure valve as part of an electronic valve (instead of a pilot valveassembly), as will be discussed herein with reference to FIGS. 4A-4D and10A-16B. A variable pressure valve is, in comparison to the pilot valve,more robust for use in vehicles with three or more wheels, such asside-by-sides. Further, embodiments of the present technology providefor methods for controlling vehicle motion that consider a wider rangeof variables (e.g., temperature, humidity, date, pressure appliedagainst vehicle seats and storage compartments, and vehicle componentacceleration, velocity, speed and position, etc.) (as compared with theconventional methods described herein), which enables the vehiclesuspension damper to even more selectively tune damping effects (ascompared with conventional methods). The robust variable pressure valveis capable of implementing such tuned damping within the shock absorber.The methods described herein enable a firm control mode, a mediumcontrol mode, a soft control mode, and control modes there between.

Thus, the novel systems and methods discussed herein for controllingvehicle motion, according to embodiments, not only provide the sameaforementioned benefits also provided by conventional electronic valvesand conventional control system, but also provide a more robustalternative device/system for effecting changes within the shockabsorbers (i.e., more or less damping), while providing methods forcustomized damping as it specifically applies to the vehicle'senvironment.

A conventional, though newer, electronic valve and control system andits operation will be explained first. Next, a novel electronic valveand control system and its operation will be explained. Following, novelmethods for controlling a vehicle's movement will be described.

Conventional Electronic Valve with Pilot Valve Assembly and OperationThereof

FIG. 1 shows the electronic valve 100 of a vehicle suspension damper.The electronic valve 100 includes at least a primary valve 112, a firstpressure reducing means which, in FIG. 1, is an orifice block 122, and asecond pressure reducing means which, in FIG. 1, is a pilot valveassembly 132, all of which components cooperatively control the flow offluid throughout the electronic valve 100 and manipulate the fluidpressure within the pilot pressure chamber 126.

In basic operation, the permanent magnet 136 of the solenoid assembly120 conducts through the component 134 to attract the pilot spool 128.This is the latched position as shown. The spool spring 130 resists thiscondition. When the coil is turned on with positive polarity, it cancelsthe effect of the permanent magnet 136 and the spool spring 130 movesthe pilot spool 128 to the left or closed position. With negativepolarity applied to the coil, the electromagnet is added to thepermanent magnet 136 and the pilot spool 128 is drawn to the right oropen position.

The main oil flow path, or first fluid flow path, is through the centerof the base valve and radially outwardly into piston port 104 area.Assuming there is enough pressure in the piston ports, it then blows offthe valve shims 108 and oil flows into the reservoir 102. A small amountof oil also flows in parallel through a second fluid flow path in theelectronic valve 100 (also called an inertia valve), and in particularthrough the control orifice 124 and through the solenoid assembly 120.This generates a pilot pressure inside the area of the primary valve112.

The valve member 114 acts to resist the valve shims 108 from opening.This resistive force is dependent on pressure inside the area of theprimary valve 112 which is controlled by the pressure drop across thesolenoid. Basically, when the solenoid is closed, there is high pressureinside the area of the primary valve 112 (resulting in locked-out forkor firm damping, depending on the damping characteristics determined forthe electronic valve 100, as described in greater detail below). Whenthe solenoid is in an open position, there is low pressure inside thearea of the primary valve 112 and the valve member 114 pushes againstvalve shims 108 with less force, allowing the valve shims 108 to openunder lower fluid pressure. This open position of the solenoid providesa normally-operating fork, by which is meant the damping characteristicof the inertia valve is determined predominantly by the tuning of thevalve shims 108 (although there is some damping effect provided by thecontrol orifice 124).

A more particular description follows. A control signal (a.k.a.,activation signal sent by activation signal sender 450 of FIG. 4A)instructs the vehicle suspension damper to increase or decrease itsdamping force therein. The vehicle suspension damper is configured torespond to the control signal instruction. More particularly, theelectronic valve 100 of the vehicle suspension damper, in response tothe control signal instruction, quickly manipulates the pressure in thepilot pressure chamber of the electronic valve 100 by moving/adjustingthe pilot valve assembly 132 to at least partially close or open theflow ports 118. The pressure in the pilot pressure chamber 126 increasesor decreases in proportion to the amount of closure or opening that theflow ports 118 experience, respectively.

In general, fluid in the electronic valve 100 flows along a first fluidflow path from the damping cylinder interior 35 and through the shims108 (unless the shims 108 are held closed under pressure from the valvemember 114, as will be described herein) via the piston port 104 area.Additionally, fluid also flows along a second fluid flow path from thedamping cylinder interior 35 and through the control orifice 124 of theorifice block 122. After having flowed through the control orifice 124,the fluid moves into the pilot pressure chamber 126. From the pilotpressure chamber 126, the fluid moves out of the pilot spool valve 116(wherein the pilot spool valve 116 is in at least a partially openposition) through a set of flow ports 118 and into the reservoir 102.Additionally, from the pilot pressure chamber 126, the fluid also movesinto the area of the primary valve 112. When the fluid presents apredetermined pressure against surface 110 of the valve member 114, aforce proportional to the pressure is exerted on the valve member 114which urges it against the shims 108. The valve member 114 pushesagainst the shims 108, thereby biasing the shims 108 toward a closedposition, even though fluid is moving through the shims 108 from thepiston port 104 area and into the reservoir 102. If the force of thevalve member 114 against the shims 108 is greater than the force of thefluid moving from the piston port 104 area against the shims 108, thenthe shims 108 will become biased toward closing. Likewise, if the forceof the fluid moving from the piston port 104 area against the shims 108is greater than the force of the valve member 114 against the shims 108,then the shims 108 will be biased toward an open position, in which thefluid may remain flowing through the shims 108.

During compression of the shock absorber, in order to change the fluidpressure within the pilot pressure chamber in quick response to changesin the vehicle's position and speed (and components thereof), forexample, embodiments use a control system to receive control signalsfrom a set of sensors positioned on a vehicle. In accordance with thecontrol signals received from the set of sensors, the control systemactivates a power source that is attached to the electronic valve. Thepower source delivers a current to the electronic valve. The electronicvalve responds to the delivered current by causing the pilot valveassembly 132 to move and block or open at least a portion of the flowports 118 through which fluid may flow there through from the pilotpressure chamber 126 and into the reservoir 102, thereby at leastpartially closing or opening the flow parts 118.

In general, upon compression of the shock absorber, a damper pistonmoves into a damper cylinder interior. More particularly, when the flowports 118 are at least partially closed, the fluid pressure within thepilot pressure chamber 126 increases such that the fluid pressure in thearea of the primary valve 112 also increases. This increase in the fluidpressure in the area of the primary valve 112 causes the valve member114 to move toward the shims 108 that are open and to push against theshims 108, thereby causing the shims 108 to at least partially or fullyclose. When these shims 108 are at least partially or fully closed, theamount of fluid flowing there through decreases or stops. The movementof the damper piston into the damper cylinder interior causes fluid toflow through the piston port 104 area and hence out through open shims108 and into the reservoir 102. The fluid also flows through the controlorifice 124 into the pilot pressure chamber 126. If the shims 108 areclosed due to movement of the pilot valve assembly 132 to block the flowports 118, then fluid may not flow out through the shims 108 or outthrough the flow ports 118 into the reservoir 102. Consequently, theability of the damper piston to move within the damper cylinder interiorto cause fluid to flow through the piston port 104 area as well asthrough the flow ports 118 is reduced or eliminated. The effect of theat least partial closure of the shims 108 is to cause a damping functionto occur. Thus, the movement of the pilot valve assembly 132 to at leastpartially block the flow ports 118 causes the damping (or slowing ofmovement) of the damper piston into the damper cylinder interior.

The control orifice 124 operates cooperatively with the pilot valveassembly 132 to meter the flow of fluid to the primary valve 112. Thecontrol orifice 124 is a pathway within the orifice block 122 and ispositioned between the damper cylinder interior 35 and the pilotpressure chamber 126. The size of the control orifice 124 is tunableaccording to the application; the size may be variously changed. Thecontrol orifice 124 is a key component in enabling the quick andaccurate response to sensed changes in a vehicle's motion. As will beexplained herein, without the presence of the control orifice 124, thevehicle would not experience damping during periods of low compressionspeed, or experience too much damping during periods of high compressionspeeds. The pilot valve assembly 132 would act like a bypass. In otherwords, without the control orifice, at low compression speed there wouldalmost be no damping and the control orifice 124 and pilot valveassembly 132 would act like a bypass; but at higher compression speeds,pressure drop across the pilot valve assembly 132 would cause a highpressure in the pilot pressure chamber 126 and therefore too muchclamping force on the shims 108. The control orifice 124, thus, allowsdamping to occur even during periods of low compression speed, and slowsthe damping rate during periods of high compression speed.

In this particular application, it was discovered that (without thecontrol orifice 124) if the area of the primary valve is approximately60% or more of the piston port 104 area, the valve member 114 ishydraulically locked (at all speeds) onto the shims 108. This led toundesirable high damping force at high compression speeds. Although inthis particular application the hydraulic lock occurred at about 60%area ratio and higher, this may not be true in all cases: there may bearrangements where a lock occurs at a higher or lower ratio than 60%, orwhere no lock occurs at all at any ratio. It is expected that theparticular ratio will be dependent on design parameters such as thevalve shim arrangement and main piston design.

The solution is to cause a pressure drop of damping fluid before itenters the pilot pressure chamber 126. This is achieved with the controlorifice 124. The control orifice 124 provides some damping effect at lowcompression speeds (by enabling damping fluid to ‘bleed’ through thecontrol orifice), but at high compression speeds provides a significantpressure drop to ensure that the pressure inside the pilot pressurechamber does not get too high, thereby preventing the valve member 114from locking onto the shims 108.

In its present form, the control orifice 124 is between 0.5 mm and 2 mmin diameter, but these sizes are dependent on the specific applicationand the desired damping curve. Pressure drop is directly proportional tothe length of the control orifice 124, but inversely proportional to itsdiameter. Either one or both of these parameters can be changed at thedesign stage to affect the performance of the control orifice 124.

The essential function of the control orifice 124 is to create apressure drop. Therefore, anything that will do this could be used inplace of the specific arrangement shown. Some possible examples include,but are not limited to: a diffuser; a labyrinth between parallel plates;and leakage past a screw thread.

A further key feature is the combination of the area of the surface 110inside the valve member 114, the control orifice 124, the pilot valveassembly 132, and the way this combination enables a variable force tobe applied to the shims 108 to control the damping force at any point intime.

In particular, the ratio of the surface area 106 of the shims 108 (Thesurface area 106 is next to the piston port 104 area; the pressure isacting on the surface area 106 of the shims 108 as well as the surfacearea 110 of the inside of the valve member 114, within the primary valve112 area) to the surface area 110 inside the valve member 114 controlsthe overall damping characteristic of the electronic valve 100, i.e.,what overall range of force can be applied to the shims 108. Byselecting this ratio appropriately, the valve member 114 can be set upto move between full lockout and a completely soft state, or between afirm damping state and a soft state, for example.

Within that overall range of force, a particular force at any point intime is set by the position of the pilot valve assembly 132, which, asexplained above, controls the pressure drop across the flow ports 118.By adjusting the pressure drop across flow ports 118, the pressure offluid in the pilot pressure chamber 126 is also adjusted. Since thepressure inside the pilot pressure chamber 126 acts against surface 110of the valve member 114, the force applied by the valve member 114 tothe shims is controllable by adjustment of the position of the pilotvalve assembly 132.

It should be noted that the overall resistance to fluid flow along thefirst fluid flow path (i.e. through piston port 104 area and past shims108) is given by the sum of the force provided by the shims 108 and theforce applied to the shims 108 by the valve member 114.

A significant feature is that a force is generated on the valve member114 by a control of pressure inside the area of the primary valve 112(in contrast to other valve bodies where force comes from pressureacting on the outside of the valve member 114, usually from the damperreservoir). The ultimate source of pressure in the pilot pressurechamber 126 is the pressure of the damping fluid in the main dampingcylinder 35 during compression (but regulated by the control orifice 124and the pilot valve assembly 132 to give a lower pressure in the pilotpressure chamber 126).

There are significant advantages to the combination of the ratio of thearea of the surface 110 to the area of the piston port 104, controlorifice 124, and the pilot valve assembly 132. Some of them are asfollows: 1) the damping force generated by electronic valve 100 is nottemperature sensitive; 2) the damping force generated by electronicvalve 100 is not position sensitive; 3) when using an electro-mechanicalinertia device to control the pilot valve assembly 132, the dampingforce can be turned on and off very quickly (recent experiments achieved4 ms between full firm and full soft- to the best of the applicant'sknowledge and belief the fastest time for turning on and off of dampingforce in other devices is 20 ms. The reason such fast speeds areachieved is because, when the pressure in the pilot pressure chamber 126is released, it is the pressure in the main damper (which is the same asthe fluid pressure in the piston port 104 area) that pushes on the shims108 and moves the primary valve 112 back (which can happen veryquickly). This is in contrast to other arrangements that rely on anelectric motor to move a valve body, for example, which takes more time;4) using a latching solenoid pilot valve enables a full firm state to bemaintained with no power; 5) the pilot valve assembly 132 enables verylarge damping forces to be controlled because: (a) the pilot pressure is‘magnified’ according to the ratio of the area of the primary valve 112to the area of the piston port 104; and (b) because the pilot valveassembly 132 is not required to move any element against the highpressure damping fluid; and 5) the pilot valve assembly 132 allows thedamper to utilize conventional shims, but with some level ofcontrollability over the damping force applied by the shims. This allowsthe shims to be tuned in a conventional manner. Furthermore, if power tothe pilot valve assembly 132 fails, the shock absorber will continue tooperate (in contrast to other electronically controlled shocks wherepower loss causes the shock to stop working completely).

Thus, the electronic valve 100, including the primary valve 112, thepilot valve assembly 132, and the orifice block 122, not only enables avariable force to be applied to shims 108, but also enables the controlof the damping force within the vehicle at any point in time. The pilotvalve assembly 132 meters a flow of fluid to the primary valve 112 andenables the generation of relatively large damping forces by arelatively small solenoid (or other motive source), while usingrelatively low amounts of power.

Furthermore, since the incompressible fluid inside of the primary valve112 of the shock absorber assembly causes damping to occur as theprimary valve 112 opens and the valve member 114 collapses, acontrollable preload on the shims 108 and a controllable damping rateare enabled. In four-wheeled vehicles, the solenoid continuously powersthe inertia valve and does not have a latching mechanism. A monitor willcontinuously monitor a power source and its operation in order to makesure that the wires leading to the power source do not get cut, therebyproviding a dangerous situation for the rider and other vehicles.

In regards to the area of the primary valve 112, although it is shown asan internal base valve, it is not limited to this position orapplication. For example, it can be mounted externally of the vehiclesuspension damper (for example in a ‘piggy-back’ reservoir). Further, itcould be made part of the main damper piston (either in compression orrebound directions).

In considering the design of the control orifice 124, it must have atleast the following two functions: a provision of low speed bleed; and aprovision of a sufficient pressure drop at high speed to preventhydraulic lock of the valve member 114 onto the shims 108. The generalmethodology for determining the diameter and/or length of the controlorifice 124 during design is as follows: (1) identify the desireddamping curve that the damper should have; (2) determine from step (1)the target low speed damping force; (3) determine from step (1) thetarget high speed damping force; (4) make informed guess at controlorifice diameter and/or length to achieve steps (2) and (3); (5) testthe output damping forces produced by shock at different speeds withinlow to high speed range; (6) compare the measured damping curve againstthe desired damping curve; (7) if there is too much high speed dampingforce, then reduce the diameter of the control orifice (to lower thepressure inside the pilot pressure chamber 126); (8) if there is toomuch low speed damping force, then decrease the area ratio (between thearea of the primary valve 112 and the piston port 104 area), andincrease the diameter of the control orifice 124; and (9) repeat steps(5)-(8) until a good approximate to a desired damping curve is obtained.It is to be noted that in steps (7) and (8) the length of the controlorifice can also be adjusted, either separately or in addition to thediameter, to achieve a similar effect.

It was found that the pilot valve assembly 132 would “auto-close” at acertain oil high flow rate. A diffuser pin inserted into the vehiclesuspension damper downstream of the control orifice 124 is used toeliminate this auto-closing issue. FIG. 2A shows an electronic valve200A with a diffuser pin 204 positioned through one set of the crossholes 202 going to the primary valve 112 area. Another set of holesremains (normal to the page) to feed oil to the valve member 114. Thediffuser pin 204 functions to disrupt the jet flow coming out of thecontrol orifice 124. FIG. 2B shows an electronic valve 200B with adiffuser plug 206 pressed into, at least one of and at least partially,the orifice block 122 and the pilot pressure chamber 126. The diffuserplug 206 also functions to disrupt the jet flow coming out of thecontrol orifice 124. FIG. 2C shows an electronic valve 2000 with adiffuser pin 204. The spool retainer 208 (see FIG. 2C) is replaced withthe diffuser pin 210. The diffuser pin 210 and its position within thevehicle suspension damper 2000 functions to disrupt the jet flow comingout of the control orifice 124 and to minimize the contact of the pilotvalve assembly 132 in the firm setting.

The solenoid includes a “latching” mechanism to open and close thepressure-balanced pilot spool. Due to the latching configuration of thesolenoid, power is only required to open or close the pilot valveassembly 132. Power is not required to hold the pilot valve assembly 132open or closed in either setting. Consequently, reduced powerconsumption is enabled compared to the traditional shock absorber.

Further, an externally-adjustable means of tuning the open state of thedamper is described. An adjuster turns in or out to vary the effectiveorifice size of the flow ports 116 when in the open position. Thisallows the rider to adjust the soft setting of the damper to hispreference.

With respect to the shock absorber described above in conjunction withFIGS. 1 and 2A-2C, it is to be noted that, whilst preferred, the use ofa valve shims 108 is optional. Instead, it would be possible for thevalve member 114 to act directly on the fluid flow ports 145. In fact,valve shims are optional in any shock absorber described herein at thepoint where it would be possible for the valve member 114 (or any othersimilar valve member described herein) to act directly on the fluid flowports that control the main flow through the valve assembly.

With reference again to FIGS. 1, 2A-2C and 4A, it should be again notedthat the set of sensors 440 may be positioned in various locations onvarious types of vehicles. For example, in one embodiment, the set ofsensors 440 is positioned on the seat post of a bicycle. In anotherembodiment, a first set of sensors is positioned near the front wheel,while a second set of sensors is positioned near the rear wheel.

The set of sensors may include at least one accelerometer, but generallyincludes three accelerometers. The three accelerometers define a planeof the vehicle's body, such that the acceleration, and in otherembodiments, the acceleration and the tilt (i.e., pitch and roll), ofthe vehicle body may be measured. When the set of sensors senses vehiclemotion, the set of sensors sends a control signal to the control systemattached to the vehicle suspension damper. The control system determinesif the sensed vehicle motion meet and/or exceeds a predeterminedthreshold. The predetermined threshold may be a constant in oneembodiment. However, in another embodiment, the predetermined thresholdmay be a variable based on other situations sensed at the vehicle. Oncea control signal is received by the power source, the power source thatis attached to the vehicle suspension damper becomes activated. Uponactivation, the power source sends a current to the vehicle suspensiondamper, thereby causing the pilot valve assembly to move, as isdescribed herein. Various methods of sensing via accelerometers andother forms of motion via sensors are known in the art.

As described herein, the vehicle to which a set of sensors and thevehicle suspension damper described thus far herein are attached may beattached to a multi-wheeled vehicle, such as, but not limited to, abicycle, a side-by-side, a snowmobile, a car, a truck, etc. In oneembodiment, more than one set of sensors may be used on the non-limitingexample of a side-by-side vehicle (e.g., recreational off-highwayvehicle [ROV]). For example, each wheel base (e.g., four) may includethe shock absorber that has thus far been described herein. Morespecifically, each wheel base has attached thereto a different set ofsensors, such as a set of accelerometers, each set being attached to aseparate vehicle suspension damper. One set of sensors (e.g., set ofaccelerometers) is attached to the ROV, as well as being attached to oneor more vehicle suspension dampers.

If the ROV is traveling along a path that does not have any bumps oruneven terrain, then the vehicle suspension dampers may each beprogrammed to operate in a fully open mode (i.e., soft mode), in whichthe pilot spool valve 116 of the pilot valve assembly 132 is open to theflow ports 118, thereby allowing fluid to flow from the damper cylinderinterior 35 and into the reservoir 102 either through the first fluidflow path, with resistance provided by the shims 108 (and no additionalforce provided by the valve member 114), and/or through the controlorifice 124 that permits low speed bleed of damping fluid via the secondfluid flow path. Thus, for example, when the right front tire of an ROVhits a large rock, the right front tire and a portion of the suspensionattached to the tire (or attached wheel base) may rise upwards to moveover the rock. The set of sensors attached to the ROV's right front sidewill sense the tire's upward movement, and will sense the tire reachingits peak upward movement (the peak of the rock), and will sense the tirebeginning to move downwards. The set of sensors on the ROV's right frontside would send control signals to the vehicle suspension damperattached to the ROV's right front side throughout the tire's movementupward and downward. The control system attached to the vehiclesuspension damper receives the control signals and causes the powersource also attached to the vehicle suspension damper to deliver acurrent to the vehicle suspension damper in accordance with the controlsignals. The delivered current functions to cause the pilot valveassembly 132 to move to cause the flow ports 118 to be at leastpartially blocked. As described herein, the pressure within the pilotpressure chamber 126 increases due to the at least partially blockedflowports 118, thereby causing the pressure within the area of theprimary valve 112 to increase. The valve member 114, in response toincreased pressure in the area of the primary valve 112, is urgedagainst the shims 108, thereby changing the damping characteristics ofthe shims 108. Thus, the fluid flowing along the first fluid flow pathfrom the damper cylinder interior 35 and through the piston port 104area is reduced, resulting in placing the vehicle suspension damper in afirm damping setting.

Significant advantages over other conventional shock absorber systemsare as follows. In conventional mechanical inertia valves, an inertiavalve senses a pressure wave (occurring at the speed of sound) after avehicle's tire hits a bump. The inertia valve opens in response toreceiving the pressure wave. However, the vehicle rider stillexperiences some form of response to the terrain before the inertiavalve has a chance to open into a “soft” mode. In contrast, in the shockabsorbers thus far described herein, using an electronic valve attachedto accelerometers, the electronic valve opens into a “soft” mode beforea motion significant enough for a vehicle rider to experience the motionhas begun. For example, when a wheel motion occurs, such as an ROV wheelbase beginning to move upward while running over a large rock, the wheelbase experiences an upward acceleration. This acceleration is measuredby embodiments. Before the wheels' velocity and/or displacement can beor is measured, a control signal is sent from a set of accelerometersthat communicate the acceleration values of the wheel to a controlsystem that is connected (wire or wirelessly) to the electronic valve.The set of accelerometers are positioned to measure the accelerationexperienced by the wheel base. These acceleration signals are sent atthe beginning of the wheel's ascent over the rock. The electronic valveis opened into a soft mode in response to receiving the signals from theset of accelerometers. The soft mode is initiated before the wheelexperiences such a large acceleration upwards that the vehicle riderfeels a reaction to the wheel's motion through the vehicle's frame.Unlike other conventional damping systems, in the instant conventionaldamping system, a quick response to a sensed acceleration of a vehiclewheel is enabled such that an acceleration of a vehicle frame due to themovement of the vehicle wheel may be reduced or prevented. It should beappreciated that one or more set of sensors may be attached to each ROVwheel base, and independently control the vehicle suspension damper toaccount for and respond to various rolls and other types of vehiclemotion.

One or more motion sensors are provided on a forward or front part of avehicle, and a signal or signals from the one or more motion sensors isused to control a vehicle suspension damper mounted on a rear part ofthe vehicle. In use, motion information learned from the movement of thefront part of the vehicle can be used to anticipate movement of the rearpart of the vehicle, and adjustments may be made to control the damperon the rear part accordingly.

Thus, the control of both compression and the rebound state of thevehicle suspension damper is enabled, such that an acceleration at thevehicle frame is maintained as close to zero as possible throughoutoff-road riding and over varied terrain, regardless of the accelerationbeing experienced at the vehicle's wheel.

As noted herein, more than one type of sensor may be used. For exampleand not limited to such example, an accelerometer and a gyrometer may beused. Further, the set of control signals sent to the control system mayinclude, but are not limited to the following values: accelerationvalues; tilt (e.g., pitch, roll) values; and velocity values. It shouldalso be noted that numerous methods for determining orientation in aplane in space using a sensor attached to an object are well known inthe art. Thus, the adjustment of the vehicle compression dampers to adesired state, based on a comparison of the measured signal values witha database of threshold values, enables the reduction of the tilt of avehicle's frame.

Novel Electronic Valve Having Variable Pressure Valve and Novel ControlSystem and Operation Thereof

As will be described herein, embodiments provide a novel and robustelectronic valve that may be integrated within shock absorbers for useon vehicles having more than two wheels. Further, described herein arenovel systems and methods for controlling vehicle motion, in whichsensors are attached to the vehicle (with more than two wheels) andprovide information on, for example, the following variables:acceleration, tilt, velocity, position, lateral acceleration, speed,temperature, pressure applied to vehicle seats and cargo bay, andhumidity. A novel control system accesses the sensor signals andperforms calculations to a control mode setting to be actuated dependingon a particular predetermined relationship between the variables.According to an embodiment, the control system causes the electronicvalve to become actuated, thereby providing variable damping that ismore narrowly tailored to the vehicle's environment and to the vehiclerider.

The novel electronic valve includes an orifice block, a primary valveand a variable pressure valve is described herein with respect to FIGS.4A-4D and 18A-18I, wherein the electronic valve is shown installed in amonotube piggyback arrangement (the electronic valve is located at themain piston), a monotube internal bypass arrangement and a twin-tubearrangement.

FIG. 18A is a side cross-sectional view of a monotube piggybackarrangement 1800 with the electronic valve 460 located at the mainpiston 1804, in accordance with an embodiment. The monotube piggybackarrangement 1800 is shown in a rebound configuration.

FIG. 18B is an enlarged view of Detail A of FIG. 18A, in a compressionmethod position, in accordance with an embodiment. The electronic valve460 includes the primary valve 1810, the variable pressure valve 1814,the orifice 1818 and reservoir 1920. In one embodiment, the valve member1808 is a model TS08-20B-0-V-12ER valve, commercially available fromHydraForce, Inc. of Lincolnshire, Ill., USA. Also shown in FIG. 18B isthe piston 1804, the shims 1806, the valve member 1808, the flow ports1812 and the pilot spool 1816. Upon compression, if the power sourcethat is attached to the electronic valve 460 is not actuated, then theflow ports 1812 are and will remain closed, and the fluid that movesfrom the reservoir 1820 and into the orifice 1818 will then flow intothe primary valve 1810. Once in the primary valve 1810, the fluid exertsforce against the outer walls of the valve member 1808, which causes thevalve member to move closer to the shims 1806. Upon moving closer to theshims 1806, the shims 1806 begin to close against the components on theother side of the shims 1806. Due to limited flow ports through whichthe fluid, during compression may travel, a large damping effect iscreated. Of note, both positions (rebound and compression positions) ofFIGS. 18A and 18B, respectively, may use a similar cartage fashioncontrol valve as is shown in FIGS. 18C and 18D.

FIG. 18C is an enlarged cross-sectional view of Detail A of FIG. 18A.FIG. 18A shows the orifice 1818, the reservoir 1820, the piston 1804,the shims 1806, the valve member 1808, the primary valve 1810, and asecond valve 1822. It should be appreciated that the port within FIG.18C showing the second valve 1822 may use any applicable metering devicesuch as a pilot operated and non-pilot operated spool-type valve, poppettype valves and pressure relief valves. Further, the second valve 1822may be the variable pressure valve mentioned above, or another type offluid metering device. The robustness of the design of the electronicvalve 460 is due in part to the placement of the primary valve 1810below the valve member 1808, which itself is placed directly against theshims 1806. The second valve 1822 will provide an additional form ofdamping, in one embodiment.

FIG. 18D is an enlarged cross-sectional view of Detail A of FIG. 18A.FIG. 18D shows a type of metering device 1824 placed into the area atwhich the second valve 1822 was shown (see FIG. 18C). Known in the artis a proportionally controlled pilot operated spool valve placed in the“modular valve port location”, also known as a location for the secondvalve 1822. These valves that occupy the location for the second valve1822 may be actuated through electronic means such as a solenoid,stepper motor or servo motor, according to an embodiment.

FIG. 18E is a side cross-sectional view of a solenoid and surroundingcomponents, in accordance with an embodiment. FIG. 18E shows a novelmethod of applying a solenoid to increase the ease of vehicle packaging.In this method, the shaft is used for the solenoid housing and willconduct the magnetic field to the solenoid plunger 1830 so as to producemovement of the metering control device 1824, in accordance with anembodiment. Embodiments also allow for the moving parts to be wet orunder pressure so as not to have seal friction of a pressuredifferential requiring a higher output of force for actuation. Thesolenoid plunger 1830 is sealed into the shaft using a press fit plug1828. The coil 1826 surrounds the shaft, similar to other known methodsregarding solenoids. According to embodiments, the coil must have enoughstiffness to support the load of the main vehicle spring that surroundsthe shock absorber. Another method is to use a snap ring fitting ontothe shaft in order to separate the spring forces from the coil 1826.This snap ring design may be used as a separate nonintegrated devicethat is 90 degrees oriented out of the eyelet of the shock absorber.

FIG. 18F shows an enlarged cross-sectional side view of Detail A of FIG.18A, during compression, in accordance with an embodiment. As seen, theelectronic valve 460 is in soft position, such that the flow ports 1812are open and fluid may flow there through. Thus, during compression, thefluid flow 1836 moves through the orifice 1818 and into the area of thesecond valve 1822, and then through the flow ports 1812. The fluid flowmoves into the reservoir 1832 and then provides a force against thevalve member 1808, which itself presses further against the shims 1806.

FIG. 18G shows an enlarged cross-sectional side view of Detail A of FIG.18A, during compression, in accordance with an embodiment. As seen, theelectronic valve 460 is in firm position, in which the flow ports 1812are blocked. Thus, the fluid flow 1838 moves through the orifice 1818and into the primary valve 1810, thereby pushing the valve member 1808further against the shims 1806, in one embodiment. It should be notedthat the shims 1806, in one embodiment, are reed valves.

FIG. 18H shows an enlarged cross-sectional side view of Detail A of FIG.18A, during rebound, in accordance with an embodiment. As seen, thevalve member 1808 is positioned on the compression side of the piston1804. The fluid flow 1842 shows the flow of fluid moving through theflow ports 1812, into the orifice 1828, and out into the reservoir 1820.

FIG. 18I shows an enlarged cross-sectional side view of Detail A of FIG.18A, during rebound, in accordance with an embodiment. As seen, thevalve member 1808 is positioned on the compression side of the piston1804. The fluid flow arrow 1844 shows the flow of fluid moving from thereservoir 1832, into and through the piston 1804, and into the primaryvalve 1810. Once the fluid is in the primary valve 1810, then the fluidpresses against the valve member 1808, which in turn presses against theshims 1806.

FIG. 18J is a side cross-sectional view of the electronic valve 460acting as the base valve assembly. In various embodiments, the design ofthe electronic valve to be located next to the piston of the monotubeby-pass shock absorber is the same design as that electronic valve to belocated as the base valve design. Of note, the electronic valve of FIG.18J also includes check valves 1848 and compression valves 1850.

As noted and as will be described below, embodiments of the newtechnology may be implemented at least in the following design types: 1)a monotube design; 102) a monotube internal bypass design; and 3) atwin-tube design.

1) Monotube Shock Absorber Design with Integrated Variable PressureValve: A brief description of a monotube shock absorber design is asfollows. A monotube shock absorber has a single cylinder that is dividedby a floating piston and seal into a fluid area section and a highpressure gas chamber section. The piston and the shaft move in the fluidportion. It uses a single fluid valve assembly in the piston. There isno need for an air or gas in the fluid area. This provides an expansionarea for the excess fluid movement during the compression stroke. Onmore aggressive movement, the floating piston is pushed further into thegas chamber with increases gas pressure quickly and provides additionaldamping.

FIG. 18K shows an electronic valve 460 integrated into a monotube designof a shock absorber, with a piggy back chamber, in accordance with anembodiment. The electronic valve 460 operates as the base valve. (Ofnote, the monotube design may operate without a base valve.) FIG. 18Lshows an enlarged cross-sectional view of the base valve electronicvalve 460 of Detail A of FIG. 18K, in accordance with an embodiment. Ageneral description of the monotube design in operation is as follows.The electronic valve 460 is utilized as the base valve, in thisembodiment. The shaft 1853 is displaced into the chamber 1856 for shaftdisplacement (fluid chamber). This monotube design includes an internalfloating piston (IFP) 1859 that moves backwards and forwards dependingon the shaft's 1853 displacement and/or thermal expansion of the fluid.In this case, the IFP 1859 moves toward the side opposite that of theshaft 1853, making room for that fluid that is being displaced as aresult of the shaft displacement. The fluid is displaced into theexternal shaft displacement reservoir 1858, shown to be on one side ofthe IFP 1859. Within this design, there are two pistons: the maindamping piston 1855 affixed to the piston rod 1854; and the IFP 1859which separates the gas charge (the spring) and the oil (fluid).

More particularly, during compression, the shaft 1853 along with thepiston rod 1854 enters the chamber 1856, thereby also pushing thedamping piston 1855 further into the chamber 1856. The damping piston1855 takes up volume within the chamber 1856, and creates a fluid flow1857 toward the electronic valve 460, acting as the base valve. As canbe seen in the enlarged view of the electronic valve 460, the fluidflows into the passageway leading to the electronic valve 460. The checkvalve 1861 is found to be closed. Also shown in FIG. 18L is the primaryvalve 1814 that is pressed against the reed shims 1806. When the checkvalve 1861 is closed, the fluid flows through the reed shims 1806, whichopen upon receiving the force of the fluid flow (of note, this may beany sort of compression valve appropriate to regulate fluid flow therethrough), and into the external shaft displacement reservoir 1858. Thefluid also flows, to some small degree, through the orifice 1818 andthen through the pressure variable valve 1814 and into the externalshaft displacement reservoir 1858. When enough fluid enters the externalshaft displacement reservoir 1858, that fluid takes up its volume andthen pushes against the IFP 1859. The IFP 1859, upon being pushed duringcompression of the shock absorber, further enters the gas chamber 1860,which acts as a spring, and hence another source of damping, inaccordance with embodiments.

FIG. 18M shows the monotube design 1852 in a rebound position, inaccordance with an embodiment.

FIG. 18N shows an enlarged view of the electronic valve 460 shown inDetail A of FIG. 18M, in accordance with an embodiment. During reboundof the shock absorber, the shaft 1853 and the piston rod 1854 move outof the chamber 1856, thereby also pulling the damping piston 1855further toward the end of the chamber 1856 that is opposite the end withthe electronic valve 460 coupled therewith. A vacuum of fluid flow 1863is created, wherein the fluid flow 1863 is directed toward the dampingpiston 1855 that is moving in the same directions as the shaft 1853, inone embodiment. During rebound, the check valve 1861 is open. The fluidflow 1863 from the external shaft displacement reservoir 1858, throughthe channel connecting the chamber 1856 and the external shaftdisplacement reservoir 1858, and into the chamber 1856 is unimpeded. Forexample, the check valve 1861 is open during rebound. Fluid flowgenerally takes the path of least resistance. Thus, the fluid, duringrebound, and in response to the vacuum of fluid that is created by theshaft 1853 being pulled out of the chamber 1856, does not flow backthrough the electronic valve 460 (such as through the pressure variablevalve 1814 and then though the reed shims 1806). Instead, the path ofleast resistance is the gap left by the check valve 1861 while it isopen during rebound movement. Thus, the fluid flows from the externalshaft displacement reservoir 1858, through the check valve 1861, andinto the chamber 1856, according to one embodiment. Additionally, thegas spring and/or the coil spring within the gas chamber 1860facilitates the movement of the fluid flow from the external shaftdisplacement reservoir 1858 and into the chamber 1856 by pushing the IFP1859 further into the external shaft displacement reservoir 1858, inaccordance with embodiments.

102) Internal Bypass Monotube Shock Absorber Design with IntegratedVariable Pressure Valve: FIG. 18O shows the electronic valve 460integrated into an internal bypass monotube design 1863 for a shockabsorber, in accordance with an embodiment. FIG. 18P shows an enlargedview of the electronic valve 460 of Detail A shown in FIG. 18O. Withexception to the bypass holes 1864 located along the wall of the chamber1856, during compression and rebound, the components of the internalbypass monotube design 1863 function in the same manner as thosecomponents described with respect to FIG. 18K, in accordance with anembodiment. The bypass holes 1864 function as follows. As the shaft 1853moves more deeply into the chamber 1856, the damping piston 1855 createsa fluid flow 1857 toward the electronic valve 460. In so doing, thefluid flows past the bypass holes 1864. Some of the fluid enters thebypass holes 1864 and travels through an annular chamber 1865 and backto the rebound reservoir chamber 1866, in accordance with embodiments.Once the damping piston 1855 travels past the location of the bypassholes 1864, no more fluid from the compression side of the dampingpiston 1855 moves through the bypass holes 1864. During rebound,compression process is reversed and the check valve 1861, as wasdescribed with respect to the monotube design 1852 of FIG. 18K, is open.On note, the base valve circuitry is the same as the monotube design1858 and the internal bypass monotube design 1863.

3) Twin Tube Shock Absorber Design with Integrated Variable PressureValve: A brief description of a twin tube shock absorber design is asfollows. A twin tube shock absorber has an inner and outer cylinder. Theinner cylinder is a working cylinder, in which a piston and shaft moveup and down. The outer cylinder serves as a reservoir for a hydraulicfluid. There are fluid valves in the piston and in the stationary basevalve. The base valve controls the fluid flow between both cylinders andprovides some of the damping force. The valves in the piston controlmost of the damping.

FIG. 18Q is a side section view of a twin tube design 1878 in acompression state, in accordance with an embodiment. Of note, thedamping piston 1868 does not have any valves there through, such thatthe movement of the shaft 1869, which pushes the damping piston 1868into the reservoir 1875, causes the fluid flow 1870 toward the leftvalve 1872, in accordance with an embodiment. The check valve 1871 isclosed. The fluid then moves through the left electronic valve 1872,turns a corner, flows around the right electronic valve 1873, and thenflows through the open check valve 1872, and down into the outer part1874 of the tube. Form the outer part 1874 of the tube, the fluid flowsinto the backside 1876 of the damping piston 1868. When the twin tubeexperiences a rebound positioning, the aforementioned fluid flow processis reversed. Of note, only the amount of fluid reflows that actuallyfits within the backside 1876 of the damping piston 1868.

Additionally, in between the two electronic valves 1872 and 1873 thatare positioned in parallel with each other, is a cavity that connects tothe IFP cavity 1877, in one embodiment. In this embodiment, one of theelectronic valves works for compression and the other electronic valveworks for rebound, while the damping piston is being used as a pump.

FIG. 18R is a side section view of the twin tube design 1878 in acompression state, including a section view from the two electronicvalves positioned in parallel with each other, in accordance with anembodiment. Of note, the fluid flow 1870 shown in FIG. 18R is the sameas that described with respect to FIG. 18Q.

Example Computer System Environment

With reference now to FIG. 3, all or portions of some embodimentsdescribed herein are composed of computer-readable andcomputer-executable instructions that reside, for example, incomputer-usable/computer-readable storage media of a computer system.That is, FIG. 3 illustrates one example of a type of computer (computersystem 300) that can be used in accordance with or to implement variousembodiments which are discussed herein. It is appreciated that computersystem 300 of FIG. 3 is only an example and that embodiments asdescribed herein can operate on or within a number of different computersystems including, but not limited to, general purpose networkedcomputer systems, embedded computer systems, routers, switches, serverdevices, client devices, various intermediate devices/nodes, stand alonecomputer systems, distributed computer systems, media centers, handheldcomputer systems, multi-media devices, and the like. Computer system 300of FIG. 3 is well adapted to having peripheral non-transitorycomputer-readable storage media 302 such as, for example, a floppy disk,a compact disc, digital versatile disc, other disc based storage,universal serial bus “thumb” drive, removable memory card, and the likecoupled thereto.

System 300 of FIG. 3 includes an address/data bus 304 for communicatinginformation, and a processor 306A coupled with bus 304 for processinginformation and instructions. As depicted in FIG. 3, system 300 is alsowell suited to a multi-processor environment in which a plurality ofprocessors 306A, 306B, and 306C are present. Conversely, system 300 isalso well suited to having a single processor such as, for example,processor 306A. Processors 306A, 306B, and 306C may be any of varioustypes of microprocessors. System 300 also includes data storage featuressuch as a computer usable volatile memory 308, e.g., random accessmemory (RAM), coupled with bus 304 for storing information andinstructions for processors 306A, 306B, and 306C.

System 300 also includes computer usable non-volatile memory 310, e.g.,read only memory (ROM), coupled with bus 304 for storing staticinformation and instructions for processors 306A, 306B, and 306C. Alsopresent in system 300 is a data storage unit 312 (e.g., a magnetic oroptical disk and disk drive) coupled with bus 304 for storinginformation and instructions. System 300 also includes an optionalalphanumeric input device 314 including alphanumeric and function keyscoupled with bus 304 for communicating information and commandselections to processor 306A or processors 306A, 306B, and 306C. System300 also includes an optional cursor control device 316 coupled with bus304 for communicating user input information and command selections toprocessor 306A or processors 306A, 306B, and 306C. In one embodiment,system 300 also includes an optional display device 318 coupled with bus304 for displaying information.

Referring still to FIG. 3, optional display device 318 of FIG. 3 may bea liquid crystal device, cathode ray tube, plasma display device orother display device suitable for creating graphic images andalphanumeric characters recognizable to a user. Optional cursor controldevice 316 allows the computer user to dynamically signal the movementof a visible symbol (cursor) on a display screen of display device 318and indicate user selections of selectable items displayed on displaydevice 318. Many implementations of cursor control device 316 are knownin the art including a trackball, mouse, touch pad, joystick or specialkeys on alphanumeric input device 314 capable of signaling movement of agiven direction or manner of displacement. Alternatively, it will beappreciated that a cursor can be directed and/or activated via inputfrom alphanumeric input device 314 using special keys and key sequencecommands. System 300 is also well suited to having a cursor directed byother means such as, for example, voice commands. System 300 alsoincludes an I/O device 320 for coupling system 300 with externalentities. For example, in one embodiment, I/O device 320 is a modem forenabling wired or wireless communications between system 300 and anexternal network such as, but not limited to, the Internet.

Referring still to FIG. 3, various other components are depicted forsystem 300. Specifically, when present, an operating system 322,applications 324, modules 326, and data 328 are shown as typicallyresiding in one or some combination of computer usable volatile memory308 (e.g., RAM), computer usable non-volatile memory 310 (e.g., ROM),and data storage unit 312. In some embodiments, all or portions ofvarious embodiments described herein are stored, for example, as anapplication 324 and/or module 326 in memory locations within RAM 308,computer-readable storage media within data storage unit 312, peripheralcomputer-readable storage media 302, and/or other tangiblecomputer-readable storage media.

Example System for Controlling Vehicle Motion of a Vehicle with Morethan Two Wheels (e.g., Truck, Car, Side-by-Side)

The system 400 (of FIG. 4A) for controlling vehicle motion is describedin relation to controlling the operation of a multi-wheeled vehicle thathas more than two wheels, such as, but not limited to, trucks, cars, andmore specialized vehicles such as, but not limited to side-by-sides andsnowmobiles, in accordance with embodiments. It should be appreciatedthat while the following discussion focuses on vehicles with fourwheels, it should be appreciated that embodiments are not limited tocontrolling the operation upon vehicles with four wheels. For example,embodiments may be used with vehicles with three wheels, five wheels,six wheels, etc. Four-wheeled vehicles may have four vehicle suspensiondampers attached therewith, one vehicle suspension damper attached toeach wheel and to the vehicle's frame. In one embodiment, the system 400includes an electronic valve 460, as shown in FIG. 4A. The electronicvalve, in one embodiment, includes the orifice block 122, the primaryvalve 132 and a valve 490. The valve 490, in one embodiment, is thepilot valve assembly 112. In another embodiment, the valve 490 is avariable pressure valve 462.

The system 400 and method, as will be described, detects rolls, pitches,and heaves of four-wheeled vehicles. For example and with regard todetecting rolls, if a car turns a corner sharply left and begins to rollto the right, embodiments sense the velocity of the steering wheel as itis being turned, as well as the translational acceleration associatedwith the roll experienced by the vehicle. The translational acceleration(distance/time²) associated with the roll measures side accelerations.In response to this sensing and in order to control the roll, a controlsystem causes the outer right front and back vehicle suspension dampersto firm up, in some embodiments. Of note, in some embodiments, thevehicle's pitch is measured by sensing the velocity of the throttlepedal as it is being pressed and/or released. In other embodiments, thevehicle's pitch may also be measured by sensing the velocity and/or theposition of the throttle pedal as it is being pressed and/or released.In yet other embodiments, the vehicle's pitch is measured by sensing theacceleration of the vehicle. Of further note, the control system doesnot utilize throttle pedal information to measure roll.

As noted, FIG. 4A is a block diagram of a system 400 for controllingvehicle motion, in accordance with an embodiment. In one embodiment, thesystem 400 includes the electronic valve 460 (that includes the samecomponent as the electronic valve 100 shown in FIG. 1 or includes thesame components as the electronic valve 460 shown in FIGS. 4A & 4B) andthe control system 404. It should be appreciated that the orifice block122 (including the orifice 124) and the primary valve 132 of theelectronic valve 460 operate in a similar manner as is described hereinin regard to the electronic valve 100 of FIG. 1, in accordance withembodiments.

In one embodiment, the control system 404 includes the followingcomponents: a control signal accessor 456; a first comparer 406; asecond comparer 410; a valve monitor 452; a control mode determiner 454;and an activation signal sender 450. Of note, the control signalaccessor 456, the first comparer 406, and the valve monitor 452 havesimilar features and functions as the control signal accessor 1730, thecomparer 172, the valve monitor 1745, and the activation signal sender1750, respectively. The second comparer 410 compares the accesseduser-induced inputs to predetermined user-induced inputs thresholdvalues 448 found at, in one embodiment, the database 416 (in anotherembodiment, a database residing external to the control system 404.Further, in various embodiments, the control system 404 optionallyincludes any of the following: a database 416, a hold-off timer 426; atracker 430; a hold logic delayer 432; a rebound settle timer 428; aweightings applicator 434; and a signal filter 436. The database 416,according to various embodiments, optionally includes predeterminedacceleration threshold values 418 and predetermined user-induced inputsthreshold values 448. In various embodiments, the predetermineduser-induced inputs threshold values 448 include predetermined velocitythreshold values 420. In other embodiments, the predetermineduser-induced inputs threshold values include any of the followingvalues: steering velocity threshold value; shock absorber velocitythreshold value; brake velocity threshold value; steering positionthreshold value; throttle position threshold value; shock absorberposition threshold value; and brake threshold value.

In one embodiment, the control system 404 may be part of the vehiclesuspension damper 402 (that is, for example, on a side-by-side), or itmay be wire/wirelessly connected to the control system 404. As will bediscussed below, the control system 404 of system 400 is furtherconfigured for comparing a set of values associated with at least oneuser-induced input (such as a user turning a steering wheel and thevelocity resulting therefrom) with at least one user-induced inputthreshold value.

In brief, and with reference to FIGS. 1, 4A and 4B, embodiments providefor a control system 404 that accesses a set of control signals 442(control signal 442A, control signal 442B and control signal 442C; itshould be appreciated that there may be any number of control signals,depending on the number of sensors coupled with vehicle components) thatincludes both acceleration values and a set of values associated withuser-induced inputs (such as velocity values [of a steering wheel beingturned and/or a throttle pedal being pressed upon and/or released]measured by a set of gyrometers). It should be appreciated that the setof sensors 440A, 440B and 440C (hereinafter, set of sensors 440, unlessspecifically noted otherwise) attached to the vehicle component 438A,438B and 438C (hereinafter, vehicle component 438, unless specificallynoted otherwise), respectively, may include one or more sensors, suchas, but not limited to, accelerometers and gyrometers. In someembodiments, the acceleration values with respect to the four-wheeledvehicles are lateral (side-to-side motion) and longitudinal g's (forwardand backwards motion). In other embodiments, the acceleration valueswith respect to four-wheeled vehicles are lateral g's, longitudinal g'sand vertical g's (up and down motion). User-induced inputs, according toembodiments, are those inputs by a user that cause a movement to avehicle component of the vehicle. For example, user-induced inputs mayinclude, but are not limited to any of the following: turning a steeringwheel; pressing a brake pedal (the ON/OFF resultant position of thebrake pedal being pressed is measured); and pressing a throttle pedal (avelocity and/or position of the throttle pedal is measured). Thus, a setof values associated with the user-induced inputs may be, but are notlimited to being, any of the following user-induced inputs: a measuredvelocity value of the turning of a steering wheel; a brake's on/offstatus; velocities associated with pressing down on the brake and/or thethrottle pedal; and the difference in the positions of the throttlepedal before and after being pressed (or the absolute throttleposition). Of note, the user-induced inputs that are measured are inputsreceived before acceleration is measured, yet relevant in quicklydetermining corrective damping forces required to control the roll,pitch and heave once experienced. Thus, the user-induced inputs areprecursors to the sensed accelerations of various vehicle components(e.g., vehicle wheels).

Once these values (measured acceleration value and the set of valuesassociated with the user-induced inputs) are accessed by the controlsignal accessor 456, the first comparer 406 and the second comparer 410compare these values to threshold values, such as those found in thedatabase 416 (a store of information). Further, according toembodiments, the activation signal sender 450 sends an activation signalto the power source 458 to deliver a current to the electronic valve460, and more particularly, a valve (e.g., of the variable pressurevalve 464), based upon the following: 1) the comparison made between themeasured acceleration value and the predetermined acceleration thresholdvalue 418 discussed herein; 2) the comparison made between the measuredvelocity of the steering wheel as it is being turned (the set of valuesassociated with user-induced inputs) and the predetermined velocitythreshold value 420 of the predetermined user-induced inputs thresholdvalues 448; and 3) the monitoring of the state of the electronic valve460.

It should be appreciated that embodiments may include, but are notlimited to, other configurations having a control system inwire/wireless communication with the vehicle suspension damper to whichit is controlling, such as: 1) a vehicle with only one control systemthat is wire and/or wirelessly connected to all vehicle suspensiondampers attached thereto; 2) a vehicle with one control system attachedto one vehicle suspension damper, wherein the one control systemcontrols the other control systems attached to other vehicle suspensiondampers (that are attached to different wheels) of the vehicle; and 3) avehicle with one control system that is not attached to a vehiclesuspension damper, wherein the one control system controls other controlsystems that are attached to vehicle suspension dampers on the vehicle.

In embodiments, the system has at least four user selectable modes: asoft mode; a firm mode; an auto mode; and a remote mode. Further,embodiments enable modes there between the at least four user selectablemodes.

According to embodiments, in the soft mode, all the vehicle suspensiondampers are soft for compression and rebound.

According to embodiments, in the firm mode, all rebound and/orcompression are firm. The firmness of the rebound and/or compression isadjustable through system settings. In one embodiment, the adjustablesystem settings are factory set and are finite in number. In anotherembodiment, an infinite number of adjustable system settings areprovided. In yet another embodiment, the user may customize andre-configure a finite number of system settings.

According to embodiments, in the auto mode, all vehicle suspensiondampers are placed in the soft setting with the control systemtransiently setting various vehicle suspension dampers to be firm.

In the remote mode, a wireless browser interface enables the soft, firmand auto mode to be selected. In one embodiment, the control system 404monitors the position setting of a mechanical switch positioned on thevehicle, wherein the position setting may be set at one of the followingmodes: soft; firm; auto; and remote (i.e., at least partially wireless).Compression and rebounds are used to reduce the tilt of the vehicleframe. Particular advantages associated with using rebound adjustmentsare at least the following: a vehicle suspension damper in a hardrebound mode lowers the vehicle's center gravity; and the suspension isallowed to compress and absorb bumps while performing a controlled turn,thereby reducing the feeling of a harsh ride.

When the vehicle suspension damper is in the auto mode, the controlsystem 404 causes the damping force within the vehicle suspensiondampers to be adjusted when the trigger logic described below is foundto be accurate for the roll and pitch positive and negative modes. Thedesired state of the vehicle suspension damper that is achieved fromthis adjustment is considered to be a control mode. “Trigger Logic” islogic implemented by the control system 404 that determines whether ornot the vehicle suspension damper is allowed to pass into one of thecontrol modes when the vehicle suspension damper is in an auto mode.Operational examples of trigger logic implemented by the control system404 are described below. “Hold Logic” is logic that is implemented bythe control system 404 that holds the system in a given control modeeven after the possibly transient trigger logic has become false(becomes inaccurate). Operational examples of hold logic implemented bythe control system will be described below.

Embodiments also provide various damper control settings available to beimplemented for each control mode. A damper control setting is one inwhich the damping force within the vehicle suspension damper is adjustedfor one or more of the vehicle suspension dampers attached to thevehicle.

In embodiments, the vehicle's roll and pitch are ultimately determinedfrom measuring the vehicle's acceleration and measuring the vehiclecomponent movement caused by user-induced inputs. In measuring thevehicle's roll and pitch, both have defined positive and negativedirections. For example, the vehicle axis is defined as having anx-axis, a z-axis, and a y-axis. The x-axis is defined as being out thefront of the vehicle. The z-axis is defined as being up. The y-axis isdefined as following the right hand rule, which means the y-axis is outthe left side of the vehicle.

Thus, a roll positive mode is defined as a positive rotation about thex-axis of the vehicle associated with a left turn. A roll negative modeis defined as a negative rotation about the x-axis of the vehicleassociated with a right turn.

A pitch positive mode, occurring during a dive, is defined as a positiverotation about the y-axis of the vehicle associated with braking. Apitch negative mode, occurring during a squat, is defined as a negativerotation about the y-axis of the vehicle associated with throttling.

Below is a description of the control modes: 1) roll positive and rollnegative control modes; 2) pitch positive control mode—dive; and 3)pitch negative control mode—squat. Further, the trigger and hold logicassociated with each control mode and the damper control setting optionsavailable for each control mode, is also described in accordance withvarious embodiments:

It should be appreciated that information associated with the controlmodes, the trigger and hold logic associated with each control mode andthe damper control setting options available for each control mode arestored, in one embodiment, in the database 416. The information isaccessible by the first comparer 406, the second comparer 410 and thecontrol mode determiner 454.

1) Roll Positive and Roll Negative Control Modes—Trigger Logic, HoldLogic, and Damper Control Settings Available

Upon exceeding a threshold (defined by the trigger logic below) whilethe vehicle experiences a roll positive or a roll negative, the controlsystem 404 causes the variable pressure valve 464 to adjust to achieve acontrol state in which the roll positive and the roll negative arereduced or eliminated. Implementation options also available to achievesuch a control state are listed below. With regard to the roll positiveand roll negative controls that define circumstances when the rollpositive and roll negative control modes are triggered or the controlmodes are held in place, the following definitions apply:

“ThreshSteerVelTrigger”—This is the threshold required for steeringwheel velocity to trigger a roll control, subject to the sideacceleration being above at least “threshSideAccelRollAllow”. The mainadvantage of triggering a damping force change on steering wheelvelocity over side acceleration is that the side acceleration signallags that of the signal for the velocity value corresponding to theturning of the steering wheel. This threshold is adjustable and may betuned for trigger and hold logic (tuned by the end user or hard coded).

“ThreshSideAccelRollAllow”—This is the threshold required for sideacceleration to allow threshSteerVelTrigger to trigger roll control. ThethreshSideAccelRollAllow is nominally set less than zero given that itis used to ensure the steering wheel velocity signal is not inconsistentwith the side acceleration signal which, for example, would be the casein a counter steer maneuver. Setting this threshold too high adverselyaffects the system response time by forcing it to wait for the sideacceleration signal to build up. This threshold is adjustable and may betuned for trigger and hold logic (tuned by the end user or hard coded).

“ThreshSideAccelRollTrigger”—This is the threshold required for sideacceleration to trigger roll control, without the need for any othertrigger. This allows the system to initiate roll control even if thesteering wheel velocity signal does not. This is nominally set high onthe order of 0.7 g or greater, values that are normally only reached ina sustained turn. This condition could be reached, for example, whencoming out of a corner steer maneuver, or if the terrain were to helpturn the vehicle sideways. This threshold is adjustable and may be tunedfor trigger and hold logic (tuned by the end user or hard coded).

“ThreshSideAccelRollHold”—This threshold is required for sideacceleration to keep the system in roll control after it's alreadytriggered. The level of side acceleration required to stay in rollcontrol should be lower than the value required to trigger it. This addshysteresis to the system and reduces the tendency to bounce in and outof the control mode when the signals are near their thresholds.Nominally, this value is set between may be 0.2-0.5 g's. This thresholdis adjustable and may be tuned for trigger and hold logic (tuned by theend user or hard coded).

“ThreshSteerPosHold”—This threshold is required for the steering wheelangle to keep the system in roll control. This threshold is adjustableand may be tuned for trigger and hold logic (tuned by the end user orhard coded).

1) Roll Positive and Roll Negative Control Logic

A. Roll Positive Control and Roll Negative Control Trigger Logic

-   -   i. Roll Positive Control Trigger Logic:        -   a. ((steer velocity>threshSteerVelTrigger) AND (side            acceleration>threshSideAccelRollAllow)); OR        -   b. (side acceleration>threshSideAccelRollTrigger).    -   ii. Roll Negative Control Trigger Logic:        -   a. ((steer velocity<-threshSteerVelTrigger) AND (side            acceleration<-threshSideAccelRollAllow)); OR        -   b. (side acceleration<-threshSideAccelRollTrigger).

B. Roll Positive Control and Roll Negative Control Hold Logic

-   -   i. Roll Positive Control Hold Logic:        -   a. (side acceleration>threshSideAccelRollHold); OR        -   b. (steer position>threshSteerPosHold).    -   ii. Roll Negative Control Hold Logic:        -   a. (side acceleration<-threshSideAccelRollHold); OR        -   b. (steer position<-threshSteerPosHold).

C. Roll Positive Control and Roll Negative Damper Control SettingsAvailable

Option 1: Firm inside rebound front and back.

Option 2: Firm outside compression front and back.

Option 3: (1) Firm inside rebound front and back; and (2) Firm outsidecompression front and back.

Option 104: (1) Firm inside rebound front and back; (2) Firm outsidecompression front and back; and (3) Firm outside rebound front and back.

In discussion of embodiments comparing the measured values to thethreshold values, the following example is given with regard to triggerlogic. A driver of a vehicle turns a steering wheel to the left. Thevehicle then turns left. As a result of these actions, the steeringwheel has a velocity value associated with it, and the vehicle has aside acceleration associated with it.

A control signal accessor 456 of the vehicle accesses a set of controlsignals 442 that includes the measured side acceleration value and themeasured steering wheel velocity value. The first comparer 406 comparesthe measured side acceleration value to the predetermined accelerationthreshold values 418 (stored at the database 416). The first comparer406 determines if the measured acceleration value is more or less thanthe predetermined acceleration threshold value. The first comparer 406accesses the database 416 to find trigger logic that matches thestatement in which the comparison between the measured accelerationvalue and the predetermined acceleration threshold value holds true.

The trigger logic is linked to a particular control mode that ispre-assigned to that particular trigger logic. If the trigger logicdescribes the comparison between the measured values and thepredetermined threshold values accurately, then the trigger logic isdetermined to be true. The control system 404 will then actuate thevalve within the electronic valve 100 according to the control modeassigned to the trigger logic statement.

Continuing with the example above, the first comparer 406 finds that themeasured side acceleration value was greater than the predetermined sideacceleration threshold value. The second comparer 410 finds that themeasured steering wheel velocity value is greater than the predetermineduser-induced input threshold value.

As described herein, one set of trigger logic that is linked to the rollpositive control, is as follows:

a. ((steer velocity>threshSteerVelTrigger) AND(side acceleration>threshSideAccelRollAllow)); ORb. (side acceleration>threshSideAccelRollTrigger).

Accordingly, if either of the statements “a” or “b” above is found to beaccurate, then the control mode determiner 454 determines which controlmode is linked to these logic statements. Once the control mode isdetermined, the control system 404 actuates a valve (e.g., pilot valveassembly 132) within the electronic valve 100 to adjust the vehiclesuspension damper. In this example, the first comparer 406 found thatthe following statement is accurate: (sideacceleration>threshSideAccelRollTrigger). The control mode determiner454 determines that the accurate statement is linked to the rollpositive control. Knowing under what control mode the vehicle suspensiondamper should operate (e.g., roll positive control, roll negativecontrol), the control system 404 actuates the electronic valve 100, andmore particularly, the pilot valve assembly 132 therein. Thus, in thisembodiment, the control system 404 is enabled to implement the rollpositive control mode, according to at least the options discussedherein with regard to the roll positive control mode.

Further, in this situation, the second comparer 410 finds that the steervelocity value is greater than the predetermined steer velocitythreshold value (of the predetermined velocity threshold values 420).Thus, the second comparer 410 finds the following first portion of astatement to be accurate: ((steer velocity>threshSteerVelTrigger). Thesecond portion of the statement, (sideacceleration>threshSideAccelRollTrigger), has already been compared anddetermined to be accurate.

Thus, in one embodiment, the control mode determiner 454 may determine acontrol mode for a vehicle suspension damper in which trigger logic thatincludes only acceleration comparisons are used. However, in anotherembodiment, the control mode determiner 454 may determine a control modefor a vehicle suspension damper in which trigger logic includes bothacceleration comparisons and user-induced inputs comparisons.

The control mode determiner 454 operates in a similar manner ininterpreting the trigger logic and hold logic linked to other controlmodes. Thus, in one embodiment, should the trigger logic (a.k.a. controllogic) be determined to be accurate, the control mode determiner 454follows the link from the trigger logic to find the control modesetting.

In discussion of embodiments comparing the measured values to thethreshold values, the following examples are given with regard to holdlogic. There are at least several situations that occur in which thesystem is held in a given control mode even after the trigger logic hasbecome false. Below, examples are given of a few of these cases. For thethree example scenarios described below, the following threshold valuesare set in the control system: the steering velocity threshold(“threshSteerVelTrigger”) value is 10 rad./sec.; the accelerationtrigger threshold (“threshSideAccelRollTrigger”) value is 0.7 g's; theacceleration hold threshold (“threshSideAccelRollHold”) value is 0.2g's; and the acceleration allow threshold (“threshSideAccelRollAllow”)value is −0.1 g's.

With reference to FIG. 4A, a first example scenario involves thetriggering of an adjustment of the vehicle suspension dampers uponreceiving a steering wheel velocity measurement, but the holding of thecontrol mode as to the vehicle suspension damper upon receiving aparticular side acceleration value. For example, a vehicle rider turns asteering wheel while the vehicle is directed into a turn. The set ofsensors 440 (could be set of sensors 440A, 440B and/or 440C; it shouldbe appreciated that there could be more or less sets of sensors,depending on the quantity of vehicle components to which the sets ofsensors may be attached) send a velocity signal to the control signalaccessor 456. The second comparer 410 compares the measured velocityvalue of 15 rad/sec. to the predetermined velocity threshold values 420and to the trigger logic also stored at the database 416 and determinesthat the measured velocity value of 15 rad/sec. is higher than thepredetermined velocity threshold value of 10 rad/sec. The set of sensors440 also sends to the control signal accessor 456 a side accelerationvalue of 0.4 g's. The first comparer 406 compares the measured sideacceleration value of 0.4 g's to the predetermined acceleration triggerthreshold value of the predetermined acceleration threshold values 418and to the trigger logic also stored at the database 416 and determinesthat the measured side acceleration value of 0.4 g's is lower than thepredetermined acceleration trigger threshold value for side accelerationof 0.7 g's. Since at least one of the trigger logics, namely, thesteering wheel velocity, is true, then the control system 404 istriggered to cause the power source 458 to be actuated such that theelectronic valve 100 receives a current. The current causes theelectronic valve to close into the firm mode.

However, after a small amount of time (e.g., a fraction of a second)during the turn, since the steering wheel is no longer being moved intoa sharper or less sharp turning position, the steering wheel velocityvalue lessens to a value close to zero. Thus, the trigger logic hasbecome false, even though, the vehicle is still experiencing g's and isstill turning. Without “hold logic” (“threshSideAccelRollHold” of 0.2g's), the control system 404 would be triggered to cause the vehiclesuspension damper to return to the soft mode (by causing the electronicvalve 100 to open). In this example, the logic requires the sideacceleration value to fall below 0.7 g's before the control system 404is possibly triggered to adjust the damping of the vehicle suspensiondamper. However, the side acceleration g's that the vehicle isexperiencing remains close to 0.4 g's throughout the turn, which isgreater than 0.2 g's (the acceleration hold threshold value), thecontrol system 404 does not cause the vehicle suspension damper to beadjusted throughout the turn. When the vehicle then begins moving in astraight path, the side acceleration values fall below 0.2 g's and thusbelow the “threshSideAccelRollHold” value, and the control system 404 istriggered to cause the vehicle suspension damper to adjust to the softmode.

With continued reference to FIGS. 4A and 4B, a second example scenarioinvolves the triggering of an adjustment of the vehicle suspensiondampers upon receiving a first side acceleration value, and the holdingof the control mode as to the vehicle suspension damper upon receiving asecond side acceleration value. For example, if a vehicle is travelingdown a straight path that has various obstacles causing the vehicle tojump and dip, then the vehicle is caused to rattle back and forth (i.e.,from side-to-side). If the side acceleration trigger threshold value wasset at 0.2 g's and there was no hold logic, then due to the measuredside acceleration from the side-to-side movement, the control systemwould be constantly triggered to cause the vehicle suspension damper toswitch in and out of the hard mode, as if the vehicle were in factrepeatedly turning. Additionally, if “hold logic” was not available tobe programmed, then one would either have to program the trigger logicto have low acceleration trigger threshold values of about 0.2 g's andsuffer the system constantly falsely triggering on bumps (due to theside-to-side rocking movement) that it perceives as turns, or set thetrigger logic to have high acceleration trigger threshold values ofabout 0.7 g's and suffer the system not staying in the hard mode throughan entire turn.

However, since the side acceleration trigger threshold value is set at0.7 g's, it is not until the vehicle actually moves into a turn that thevehicle experiences g's above 0.7 g's. If the vehicle's sideacceleration value is measured at 0.8 g's, then the control systemcauses the vehicle suspension to adjust to be in the hard mode. The holdlogic ensures that the vehicle suspension damper will remain in the hardmode until the side acceleration g's are measured below the accelerationhold threshold value of 0.2 g·s.

With continued reference to FIGS. 4A and 4B, a third example scenarioinvolves counter steering. For instance, suppose that a driver turns asteering wheel to the left as he heads into a turn. The steering wheelvelocity is measured at 25 rad/sec. and the side acceleration g's aremeasured at 0.6 g's. Since the steering wheel velocity measured at 25rad/sec. and the side acceleration g's measured at 0.6 g's are above thesteering wheel threshold velocity (“threshSteerVelTrigger”) of 10rad./sec. and the side allow acceleration threshold(“threshSideAccelRollAllow”) value of −0.1 g's, respectively, thecontrol system causes the vehicle suspension damper to adjust to thefirm mode. Next, while the vehicle is still turning to the left and thevehicle is still experiencing a side acceleration of 0.6 g's, thevehicle driver turns the steering wheel to the right with a velocity of20 rad./sec. in the right direction. However, even though the steeringwheel is being turned to the right at the velocity of 20 rad./sec. andabove the steering wheel velocity threshold value of 10 rad./sec., thevehicle is still turning to the left and still experiencing sideacceleration g's consistent with turning to the left, namely, positive0.6 g's. This type of steering wheel action is termed “countersteering”. In this example, counter steering is counter to that which isexpected, such as when a driver turns a steering wheel to the right, itis expected that the resulting side acceleration g's will be directed tothe right (negative Y-axis). However, in counter steering, such as inthe foregoing example, the resulting side acceleration g's are directedto the left (positive). In this example scenario, since the sideacceleration allow threshold value is at −0.1 g's; the measured sideacceleration for a right turn must be below—(−0.1) g's (which is equalto +0.1 g's) (according to the “Roll Negative Control Trigger Logic”described above) for the acceleration allow threshold to be accurate.However, since 0.6 is greater than +0.1 g's, the measured sideacceleration as compared to the side acceleration allow threshold valuedenotes that the trigger allow logic is inaccurate. Therefore, eventhough the steering velocity value of 20 rad./sec. is measured to beabove the steering velocity threshold value of 10 rad./sec., based onthe determination of inaccurate trigger acceleration allow logic, thecontrol system will cause the vehicle suspension damper to remain in itscurrent firm mode (will not cause the vehicle suspension dampers toadjust to a soft mode). Of note, following is an example which furtherexplains the relationship between the vehicle, the vehicle's driver, theturning of the vehicle and the experienced acceleration during such avehicle turn. When a vehicle's driver turns the vehicle to the right,the driver feels as if he is being pushed out the left of the vehicle.However, the vehicle is really being pushed to the right and is pushingthe driver to the right also; the driver's inertia is resisting thisacceleration. Similarly, when a vehicle's driver applies the brakes tothe vehicle, the driver feels as if he is being pushed forward.

Pitch Positive Control Mode

Upon exceeding a threshold (defined by the trigger logic below) whilethe vehicle is experiencing a pitch positive (e.g., dive), the controlsystem 404 causes the variable pressure valve 464 to adjust to achieve acontrol state in which the pitch positive is reduced or eliminated.Implementation options also available to achieve such a control stateare listed below. With regard to the pitch positive controls that definecircumstances when the pitch positive control modes are triggered or thecontrol modes are held in place, the following definitions apply:

“ThreshForwardAccelBrakeAllow”—The forward acceleration is required tobe below this threshold in order that the brake-on-signal is allowed totrigger the pitch positive control mode. Note that the forwardacceleration is negative during braking. Therefore, this control signalis nominally set greater than zero; given that it is used to ensure thatthe brake signal is not inconsistent with the forward acceleration. Thiscan be used to detect a driver just touching the brake, or possiblydriving with the left foot is pressing on the brake while the right footis pressing on the throttle pedal. This threshold is adjustable and maybe tuned for trigger and hold logic (tuned by the end user or hardcoded).

“ThreshForwardAccelBrakeTrigger”—The forward acceleration is required tobe below this threshold in order that the pitch positive control may betriggered, even without the brake being engaged. This allows the controlsystem 404 to initiate a pitch positive control mode even if the brakeis not detected. This threshold is nominally set below 1 g, effectivelynegating it. This threshold is adjustable and may be tuned for triggerand hold logic (tuned by the end user or hard coded).

2) Pitch Positive Control Mode—Trigger Logic and Hold Logic

A. Pitch Positive Control—Dive—Trigger Logic

-   -   i. ((brake on) AND        -   (forward acceleration<threshForwardAccelBrakeAllow)); OR    -   ii. (forward acceleration<threshForwardAccelBrakeTrigger)

B. Pitch Positive Control—Dive—Hold Logic

-   -   i. Forward acceleration<threshForwardAccelBrakeHold.

C. Pitch Positive Control Damper Control Settings Available

Option 1: (1) Firm rear rebound left and right.

Option 2: (1) Firm front compression left and right.

Option 3: (1) Firm rear rebound left and right; and (2) Firm frontcompression left and right.

Option 4: (1) Firm rear rebound left and right; (2) Soft front reboundleft and right; and (3) Soft front compression left and right.

Pitch Negative Control Mode

Upon exceeding a threshold (defined by the trigger logic below) whilethe vehicle is experiencing a pitch negative (e.g., squat), the controlsystem 404 causes the variable pressure valve 464 to adjust to achieve acontrol state in which the pitch negative is reduced or eliminated.Implementation options also available to achieve such a control stateare listed below. With regard to the pitch negative controls definingcircumstances when the pitch negative control modes are triggered or thecontrol modes are held in place, the following definitions apply:

“ThreshThrottle”—This is the threshold required for the derivative ofthe throttle position to be above in order to trigger the pitch negativecontrol mode, subject to the forward acceleration being abovethreshForwardAccelThrottleAllow. Pressing down on the throttle andgiving the engine more gas is defined as positive throttle. The mainadvantage of triggering on the time derivative of the throttle positionas opposed to simply the forward acceleration is that the accelerationsignal lags that of the throttle. The derivative of the throttle is usedbecause, in general, the steady state position of the throttle isrelated to velocity and not to the acceleration of the vehicle. Thisthreshold is adjustable and may be tuned for trigger and hold logic(tuned by the end user or hard coded).

“ThreshForwardAccelThrottleAllow”—This is the threshold required forforward acceleration to be above in order to allow the derivative of thethrottle position signal to trigger pitch negative control. This is usedto ensure that the derivative of the throttle position is notinconsistent with the forward acceleration. This can be used to detectwhen one is driving with the left foot on the brake and the right footis on the throttle. This threshold value is nominally set below 0 g.This threshold is adjustable and may be tuned for trigger and hold logic(tuned by the end user or hard coded).

“ThreshForwardAccelThrottleTrigger”—This is the threshold required forforward acceleration to be above in order to trigger negative pitchcontrol, even without the changes in the throttle position. This allowsthe system to initiate negative pitch control even if the throttle isnot being pressed. This threshold value is nominally set above 1 g,effectively negating it. This threshold is adjustable and may be tunedfor trigger and hold logic (tuned by the end user or hard coded).

“ThreshForwardAccelThrottleHold”—Forward acceleration is required to beabove this threshold value in order for the negative pitch control modeto remain in place after its trigger logic has already been triggered.This is necessary given that the derivative of the throttle is used, andthere can be relatively long delays in engine response and this signal.This threshold is adjustable and may be tuned for trigger and hold logic(tuned by the end user or hard coded).

3) Pitch Negative Control Mode—Trigger Logic and Hold Logic

A. Pitch Negative Control—Squat—Trigger Logic

-   -   i. ((throttle pedal velocity>threshThrottle) AND        -   (forward acceleration>threshForwardAccelThrottleAllow)); OR    -   ii. (forward acceleration>threshForwardAccelThrottleTrigger)

B. Pitch Negative Control—Squat—Hold Logic

-   -   i. Forward acceleration>threshForwardAccelThrottleHold

C. Pitch Negative Control Damper—Squat—Control Settings Available

Option 1: (1) Firm front rebound left and right.

Option 2: (1) Firm rear compression left and right.

Option 3: (1) Firm front rebound left and right; and (2) Firm rearcompression left and right.

Option 104: (1) Firm front rebound left and right; (2) Soft rear reboundleft and right; and (3) Soft rear compression left and right.

4) Zero Gravity Control Mode

In one embodiment, a zero gravity control mode is attained, at whichvehicle suspension dampers that were operating in a “soft” mode, upon adetection of a zero gravity situation, are made to operate in the “firm”mode. For example, a vehicle that is operating in a “soft” mode istraveling in a straight line along a path that initially contains smallbumps, but graduates into large rollers. The vehicle initially is placedin the “soft” mode in order to mitigate and/or nullify the effect (uponthe vehicle rider) of the vehicle traveling over small bumps along thepathway. At a particular velocity, when the vehicle then moves up oneside and over the top of the large roller, on the way down to the bottomof the other side of the roller, the vehicle experiences a free fall.

The vehicle is considered to be in freefall when the resultant magnitudeof the X, Y, and Z accelerations is less than a predetermined threshold.The end of the freefall condition will be when the resultantacceleration has exceeded the threshold for a pre-determined amount oftime. For example, suppose the pre-determined freefall accelerationthreshold is 0.4 g, the calculated resultant acceleration has amagnitude of 0.3 g, and the end-of-freefall timer is 1 second. Since theresultant acceleration is less than the threshold, this is a freefallcondition, and the vehicle dampers will be set to the “firm” state. Thevehicle will revert to the “soft” state 1 second after the resultantacceleration exceeds 0.4 g.

In explanation of the above described zero gravity control mode example,the following description is proffered. The resultant acceleration istaken by squaring the acceleration at each axis, adding them together,and then taking the square root (the equation is: √(x²+y²+z²)). Theresultant acceleration is always positive. This equation gives just themagnitude of the resultant acceleration, and does not give informationregarding the direction of the resultant acceleration.

-   -   1) Take the following example scenarios to illustrate the above        concept: Vehicle sitting flat on level ground: X,Y,Z        accelerations are 0 g, 0 g, 1.0 g. Resultant acceleration is 1.0        g.    -   2) Vehicle sitting upside down on flat level ground: X,Y,Z        accelerations are 0 g, 0 g, −1.0 g. Resultant acceleration is        1.0 g.    -   3) Vehicle sitting on flat ground, but on a slope of ‘n’        degrees: X,Y,Z accelerations are 0 g sin(n)g, cos(n)g. Resultant        acceleration is 1 g due to trig identity: sin²(x)+cos²(x)=1.0    -   4) Vehicle on flat ground, accelerating forward at 0.5 g: X,Y,Z        accelerations are 0 g, 0.5 g, 1.0 g. Resultant acceleration is        1.12 g    -   5) Vehicle on flat ground, driving at constant velocity, but        turning so lateral acceleration of 0.5 g: X,Y,Z are seen, and        accelerations are 0.5 g, 0 g, 1 g. Resultant acceleration is        1.12 g.

In the first three examples above, the vehicle is in completelydifferent orientations, but the resultant is the same. Likewise, in thelast two examples, the components are different, but the resultant isthe same. Thus, only the magnitude is calculated (the direction of theresultant acceleration does not matter for the purposes of detecting afreefall condition).

Additionally, as long as the vehicle is touching the ground, theaccelerometer will always measure the 1 g acceleration due to gravity.This could be measured all in one axis, or distributed across all threeaxis. But when the vehicle is not moving, the resultant will always be 1g as long as the vehicle is on the ground. When the vehicle comes offthe ground (like when going off a jump), the 1 g acceleration due togravity goes away, and the resultant acceleration is 0 g. The only wayto have a resultant acceleration of less than 1 g is to go into afreefall.

The freefall mode isn't triggered either when the resultant equals 0 g,or when the resultant is less than 1.0 g. This is due to at least thefollowing four circumstances that occur when measuring actual motion,rather than doing paper calculations:

1) The vehicle's engine causes high-frequency vibrations of a fairlyhigh magnitude. Measurements may be as high as 2.0 g and as low as 0 g(so noise of +/−1.0 g of the actual value). Since the vibrations of theengine are generally going to be fairly high (at least 30 Hz with theengine at 2000 RPM) and the actual motion of the vehicle fairly low(usually 1-2 Hz), a low-pass filter may be used to ignore the vibrationsfrom the engine such that only the acceleration of the vehicle is seen.Since filtering the acceleration takes some time, if the threshold isset at 0 g, a freefall scenario may not be noticed in time for a properresponse, or the freefall scenario may be completely missed.

2) An accelerometer chip is built, there will always be some internalstresses that make it output a non-zero value even when it should. Thismeans that the minimum acceleration the accelerometer might output is0.05 g. This could be calibrated out, but to avoid a complicatedcalibration routine, a non-zero threshold is selected forimplementation.

3) Due to the same stresses mentioned in number “2” above, the outputwhen sitting on the ground might be 0.95 g rather than 1.0 g. So, to beeffective, a threshold between 0 g and 1.0 g is needed.

4) Since an accelerometer cannot easily be placed at the vehicle'scenter of mass, the acceleration is measured when the vehicle rotates inthe air. Thus, a truly 0 g situation is never seen.

As stated herein, FIG. 4A is a block diagram that includes the controlsystem 404, in accordance with an embodiment. Embodiments of the controlsystem 404 of FIG. 4A further include: a hold-off timer 426; a tracker430; a hold logic delayer 432; a rebound settle timer 428; a weightingapplicator 434; and a signal filter 436.

The hold-off timer 426 may be used when the vehicle suspension damper402 is in any of the roll and pitch positive and negative control modes.The hold-off timer 426 enables a time to be set between the time that afirst trigger logic is passed and the time that a second trigger logicis allowed to be passed. The implementation of the hold-off timer 426limits the amount of cycling the vehicle suspension damper 402 willexperience between passive damper settings. (“Cycling” refers to thevehicle suspension damper rapidly cycling between the soft and damperfirm settings of the dampers. This may or may not be a significantproblem for the rider of vehicle performance. Cycling is more wearing onthe solenoids and power circuitry of the vehicle suspension damper. Ifthe transients are much faster than the time constants of the vehicledynamics, then the rider should not directly notice the effects ofcycling.) To this end, the control system 404 further optionallyincludes, in one embodiment, a tracker 430 for tracking the times atwhich a trigger logic is passed. For example, the tracker 430 tracks thetime at which the trigger logic is passed and the hold-off timer 426 isconfigured to disallow another pass until a minimum hold-off time isreached. If the trigger logic goes false before the hold-off time isreached, the trigger will not pass, and the hold-off timer 426 is notreset. There is only a hold-off timer 426 for going into the damper firmsetting, and not coming out of it. This still limits cycling, withoutincreasing the system minimum reaction response time to short stimulus.

In one embodiment, the hold logic delayer 432 is programmed to provide adelay that gives time for the hold logic to become true after thetrigger logic goes true. However, this has the disadvantage ofincreasing the minimum reaction response time of the vehicle suspensiondamper to even short stimulus (e.g., cycling). An example of where thisdelay may be useful is if the steering wheel is turned so fast that theside acceleration signals do not build up before the steering velocitysignal drops back off again. Theoretically, the side accelerationsvalues should present themselves to the control system as the wheelsturn, but this is not necessarily true. For example, there aresituations in which the front tires are not getting great traction at anexact moment. Another example in which this delay may be useful is whenthe gas pedal is slammed down faster than the engine has time torespond.

In one embodiment, the rebound settle timer 428 establishes a period oftime for the vehicle suspension to settle down before the compression isset firmed. This is a method for controlling the height of the vehicle'scenter of gravity in firm mode. This method can be reversed through usersettings so that the vehicle has increased clearance.

In one embodiment, the weightings applicator 434 resolves the situationin which different system control modes make conflicting requests to thesame vehicle suspension damper. The weightings applicator 434 providesweightings associated with each control mode for each of the vehiclesuspension dampers that system control mode can affect. Then theweightings applicator 434 implements the request with the highestweighting.

In one embodiment, the signal filter 436 filters the control signalsthat are accessed by the control system 404. In one embodiment, thecontrol system 404 includes the signal filter 436. In anotherembodiment, the signal filter 436 is external to the control system 404.The signal filter 436 reduces signal noise levels and helps filterextremely transient signals or glitches. The signal filter 436, in oneembodiment, also adds signal latency, which can have various effects onthe control system 404 and hence the vehicle suspension damper 402,including reducing the need for system delays and dampers.

With reference now to FIG. 4C, in various embodiments, in addition tothat which the control system 404 is described to include, the controlsystem 404 further optionally includes any of the following (each ofwhich will be described below): a location comparer 466; anenvironmental information comparer 468; a vehicle component speedcomparer 470; a vehicle component position comparer 472; a vehiclecomponent velocity comparer 474; a vehicle component pressure comparer476; a date tracker 478; and a center of gravity (CG) calculator 480.Further, the CG calculator 480 includes the following: a pressure valueaccessor 482; a pressure value comparer 484; and a CG determiner 486.

With reference to FIG. 4D, in various embodiments, in addition to thatwhich the database 416 is described to includes, the database 416further optionally includes any of the following (each of which will bedescribed below): predetermined global location information 493;predetermined environmental threshold values 487 which includepredetermined environmental temperature threshold values 488 andpredetermined humidity threshold values 489; predetermined vehiclecomponent speed threshold values 494 which include predetermined vehiclespeed threshold values 495 and predetermined wheel speed thresholdvalues 496; predetermined shock absorber position threshold values 490;predetermined shock absorber velocity threshold values 491; andpredetermined vehicle component base-level pressure values 492.

With reference to FIGS. 4A-4D, the following components are described.The location comparer 466, in one embodiment, is configured to compare avehicle global position (that was determined by a GPS sensor attached toa vehicle) with predetermined global location information 493.

The environmental information comparer 468, in one embodiment, isconfigured to compare environment information (that was determined bytemperature sensors and humidity sensors) with predeterminedenvironmental threshold values 487 (and more particularly, in oneembodiment, predetermined temperature threshold values 488 andpredetermined humidity threshold values 489).

The vehicle component speed comparer 470, in one embodiment, isconfigured to compare the speed of a component of a vehicle (that avehicle speed sensor measured) with the predetermined vehicle componentspeed threshold values 494 (and more particularly, in one embodiment,the predetermined vehicle [the entire vehicle being a component ontoitself] speed threshold values 495 and the wheel speed threshold values496).

The vehicle component position comparer 472, in one embodiment, isconfigured to compare the position of a component of a vehicle (that avehicle position sensor measured) with the predetermined shock absorberposition threshold values 490.

The vehicle component velocity comparer 474, in one embodiment, isconfigured to compare the velocity of a component of a vehicle (that avehicle velocity sensor measured) with the predetermined shock absorbervelocity threshold values 490.

The vehicle component velocity comparer 474, in one embodiment, isconfigured to compare the pressure applied to a component of a vehicle(that a pressure sensor measured) with the predetermined vehiclecomponent base level pressure values 492.

Example Methods for Controlling Vehicle Motion in Vehicles (e.g.,Side-by-Side) with More than Two Wheels Utilizing a Variable PressureValve of an Electronic Valve and Novel Control System

With reference to FIGS. 4A-4D, 10A-16B and 18A-18R, the flow diagramsthereof illustrate example methods 500, 600, 800, 1000, 1050, 1000,1050, 1200, 1250, 1300, 1350, 1400, 1450, 1500, 1550, 1600 and 1650 usedby various embodiments. The flow diagrams include methods 500, 600, 800,1000, 1050, 1000, 1050, 1200, 1250, 1300, 1350, 1400, 1450, 1500, 1550,1600 and 1650 and operations thereof that, in various embodiments, arecarried out by one or more processors (e.g., processor(s) 306A-306C ofFIG. 3) under the control of computer-readable and computer-executableinstructions. It is appreciated that in some embodiments, the one ormore processors may be in physically separate locations or electronicdevices/computing systems. The computer-readable and computer-executableinstructions reside, for example, in tangible data storage features suchas volatile memory, non-volatile memory, and/or a data storage unit (seee.g., 308, 310, 312 of FIG. 3). The computer-readable andcomputer-executable instructions can also reside on any tangiblecomputer-readable media such as a hard disk drive, floppy disk, magnetictape, Compact Disc, Digital versatile Disc, and the like. In someembodiments, the computer-readable storage media is non-transitory. Thecomputer-readable and computer-executable instructions, which may resideon computer-readable storage media, are used to control or operate inconjunction with, for example, one or more components of a controlsystem 404, a user's electronic computing device or user interfacethereof, and/or one or more of processors 306. When executed by one ormore computer systems or portion(s) thereof, such as a processor, thecomputer-readable instructions cause the computer system(s) to performoperations described by the methods 500, 600, 800, 1000, 1050, 1000,1050, 1200, 1250, 1300, 1350, 1400, 1450, 1500, 1550, 1600 and 1650 ofthe flow diagrams.

Although specific operations are disclosed in methods 500, 600, 800,1000, 1050, 1000, 1050, 1200, 1250, 1300, 1350, 1400, 1450, 1500, 1550,1600 and 1650 of the flow diagrams, such operations are examples. Thatis, embodiments are well suited to performing various other operationsor variations of the operations recited in the processes of flowdiagrams. Likewise, in some embodiments, the operations of the methods500, 600, 800, 1000, 1050, 1000, 1050, 1200, 1250, 1300, 1350, 1400,1450, 1500, 1550, 1600 and 1650 in the flow diagrams may be performed inan order different than presented, not all of the operations describedin one or more of these flow diagrams may be performed, and/or moreadditional operations may be added. It is further appreciated that stepsdescribed in the 500, 600, 800, 1000, 1050, 1000, 1050, 1200, 1250,1300, 1350, 1400, 1450, 1500, 1550, 1600 and 1650 may be implemented inhardware, or a combination of hardware with firmware and/or software.

The following is a discussion of FIGS. 5-8, 10A-16B, flow diagrams formethods 500, 600, 800, 1000, 1050, 1000, 1050, 1200, 1250, 1300, 1350,1400, 1450, 1500, 1550, 1600 and 1650 for controlling vehicle motion, inaccordance with embodiments, and relating to side-by-side roll and/orpitch control. FIG. 5 describes a method 500 of an operation of controlsystem 404 detecting and responding to a detection of roll and/or pitchof a vehicle component. FIGS. 6 and 7 follow with a description of amethod 600 of controlling vehicle motion, wherein both translationalacceleration (roll/pitch) and user-induced inputs are taken intoconsideration when determining a response to sensed acceleration.

Reference will be made to elements of FIGS. 1A-2C and 4A-4D tofacilitate the explanation of the operations of the methods of flowdiagrams 500, 600, 800, 1000, 1050, 1000, 1050, 1200, 1250, 1300, 1350,1400, 1450, 1500, 1550, 1600 and 1650. In some embodiments, the methods500, 600, 800, 1000, 1050, 1000, 1050, 1200, 1250, 1300, 1350, 1400,1450, 1500, 1550, 1600 and 1650 of the flow diagrams describe a use ofor instructions for operation of control system 404. With regard toFIGS. 5-8, it should be appreciated that the method described herein maybe performed by the electronic valve 460 that includes the variablepressure valve 462, instead of the pilot valve assembly 132 shown inFIGS. 1 and 2A-2C.

With reference now FIG. 5, the method 500 starts at operation 502. Themethod 500 moves to operation 504.

At operation 504, in one embodiment, the control system 404 determinesunder which system mode the vehicle suspension damper is operating, thesoft mode, the firm mode or the auto mode. It should be appreciated thatthe system mode, in one embodiment, is selected by a user of the vehiclesuspension damper.

In another embodiment, the system mode is preprogrammed to default to aparticular mode, unless overridden by a user.

If the control system 404 determines that the vehicle suspension damperis operating under the soft mode, then the method 500 moves to operation506. At operation 506, in one embodiment, the control system 404determines if all the vehicle suspension dampers on the vehicle are inthe soft mode. If the control system 404 determines that all of thevehicle suspension dampers are in the soft mode, then the method 500returns to start 502. If the control system 404 determines that all ofthe vehicle suspension dampers are not in the soft mode, then the method500 moves to operation 508.

At operation 508, in one embodiment, the control system 404 causes anyvehicle suspension damper that is not in the soft mode to adjust tobecome in the soft mode. After all vehicle suspension dampers are foundto be in the soft mode according to the system setting, then the method500 returns to start 502.

At operation 504, in one embodiment, if the control system 404determines that the vehicle suspension damper is operating in the firmmode, then the method 500 moves to operation 510. At operation 510, inone embodiment, the control system 404 determines if the rebound is firmand the compression is soft. If the control system 404 determines thatthe rebound of the vehicle suspension damper is firm and the compressionof the vehicle suspension dampers is soft, then the method 500 moves tooperation 514.

At operation 514, in one embodiment, if the control system 404determines that the rebound of the vehicle suspension dampers is notfirm OR the compression of the vehicle suspension dampers is not soft,then the method 500 moves to operation 512. At operation 512, in oneembodiment, the control system 404 causes all rebound of the vehiclesuspension dampers to become firm and all compression of the vehiclesuspension dampers to become soft. The method 500 then moves tooperation 514.

At operation 514, in one embodiment, the control system 404 determinesif there is a rebound settle time remaining and if the compression ofthe vehicle suspension dampers is still soft. It the control system 404determines that there is rebound settle time remaining and thecompression of the vehicle dampers is soft, then the method 500 moves tooperation 516. At operation 516, in one embodiment, the control system404 causes all of the compression in the vehicle suspension dampers tobe firm. The method 500 then returns to the start 502.

At operation 514, in one embodiment, if the control system 404determines that there is no rebound settle time remaining and thecompression of the vehicle suspension dampers is soft, then the method500 moves to start 502.

At operation 504, in one embodiment, if the control system 404determines that the vehicle suspension damper 402 is operating in theauto mode, then the method 500 moves to operation 518. At operation 518,in one embodiment, the control system 404 determines if the control modestate is active. If the control system 404 determines that the controlmode state is not active, then the method 500 moves to operation 520. Atoperation 520, in one embodiment, the control system 404 determineswhether a trigger logic is passed AND if a time applied by a hold-offtimer 426 is in place. If the control system 404 determines bothconditions have occurred, then the method 500 moves to operation 522. Atoperation 522, the control system 404 resets the hold-off time and setsthe control mode state to active.

At operation 520, in one embodiment, if the control system 404determines that either a trigger logic has not passed OR a time has notbeen applied by the hold-off timer 426, then the method 500 moves tooperation 530. At operation 530, in one embodiment, the control system404 sets the control mode state to inactive. The method 500 then movesto operation 532.

At operation 518, in one embodiment, if the control system 404determines that the control mode state is active, then the method 500moves to operation 528. At operation 528, in one embodiment, the controlsystem 404 determines if the hold logic has passed OR if the triggerlogic is passed OR if the delay for hold has passed.

At operation 528, in one embodiment, if the control system 404determines that either a hold logic has passed OR a trigger logic haspassed OR a delay for hold has passed, then the method 500 moves tooperation 524. At operation 524, in one embodiment, the control system404 determines under what damping control setting the vehicle suspensiondamper 402 is operating.

At operation 524, in one embodiment, if the control system 404determines that the vehicle suspension damper 402 is operating under aparticular damper control setting, then the method 500 returns to thestart 502. At operation 524, in one embodiment, if the control system404 determines that the vehicle suspension damper 402 is operating undera different damper control setting then desired, the control system 404adjusts the vehicle suspension damper 402 so that it operates under thedesired damper control setting. The method 500 then returns to start502.

At operation 528, in one embodiment, if the control system 404determines that either a hold logic has not passed OR a trigger logichas not passed OR a delay for hold has not passed, then the method 500moves to operation 530. At operation 530, in one embodiment, the controlsystem 404 sets the control mode state to inactive. Then, the method 500moves to operation 532. At operation 532, in one embodiment, the controlsystem 404 determines if the vehicle suspension dampers are soft.

At operation 532, in one embodiment, if the control system 404determines that the vehicle suspension dampers are soft, then the method500 returns to the start 502. At operation 532, in one embodiment, ifthe control system 404 determines that the vehicle suspension dampersare not soft, then the method 500 moves to operation 534.

At operation 534, in one embodiment, the control system 404 functions,as described herein, to cause the vehicle suspension dampers to becomesoft. The method 500 then returns to the start 502.

Of note, the checks for whether or not a vehicle suspension damper isalready set according to the method 500 need to be done individually foreach vehicle suspension damper.

FIGS. 6 and 7 is a flow diagram of a method 600 for controlling vehiclemotion, in accordance with embodiments. The method 600, in embodiments,may be performed using the pilot valve assembly 132 or the novelelectronic valve 460 that includes the variable pressure valve 462.

With reference to FIGS. 4A-4D, 6 and 7, at operation 602 of method 600,in one embodiment, a set of control signals are accessed, wherein atleast a first control signal of the set of control signals includes ameasured acceleration value associated with a movement of a vehiclecomponent of a vehicle, and at least a second control signal of the setof control signals comprises a set of values associated withuser-induced inputs, wherein the vehicle component is coupled with aframe of the vehicle via at least one vehicle suspension damper.

At operation 604 of method 600, in one embodiment and as describedherein, the measured acceleration value is compared with a predeterminedacceleration threshold value that corresponds to the vehicle componentto achieve an acceleration value threshold approach status. In variousembodiments, the predetermined acceleration threshold values are locatedat the database 416 and include the trigger logic, the hold logic, andthe damper control setting options described herein. The control system404 compares the measured acceleration values with the accelerationthreshold values expressed in the trigger logic and hold logic. Thecomparing, at operation 604, includes determining if the measuredacceleration values do or do not exceed the predetermined accelerationthreshold values corresponding to the relevant vehicle component.Further, the control system 404 will pass into the appropriate controlmode based on the comparisons made at operation 604 and 606.

For example, and with reference to the trigger logic #1(A)(i) aboverelating to the “Roll Positive Control”. If it is found that ((steervelocity>threshSteerVelTrigger) AND (sideacceleration>threshSideAccelRollAllow)) is a true statement, OR (sideacceleration>threshSideAccelRollTrigger) is a true statement, then thevehicle suspension damper, and the control system 404 operating thereon,switches/passes into the roll positive control mode. Upon passing intothe roll positive control mode, the control system 404 selects whichoption to implement on the vehicle suspension dampers (e.g., settingindividual dampers to firm or soft, etc.) of the options available anddescribed herein for the Roll Positive Control Mode. It should beappreciated that the control system 404 is preprogrammed to select aparticular control mode implementation option. These implementationdecisions may be factory settings or individually customized by therider/user. Additionally, it should also be appreciated that in oneembodiment, the rider may override the control system 404's selection.

At operation 606 of method 600, in one embodiment and as describedherein, the set of values associated with the user-induced inputs(already described herein) are compared to predetermined user-inducedinputs threshold values to achieve a user-induced input threshold valueapproach status. In various embodiments, the predetermined user-inducedinputs threshold values are located at the database 416. Further, invarious embodiments, the database 416 includes at least one of,optionally the following which is described herein: the trigger logic;the hold logic; and the damper control setting options. The comparing,at operation 606 includes determining if the measured user-inducedinputs (represented as values) does or does not exceed the user-inducedinputs threshold values corresponding to the relevant vehicle component.Further, the control system 404 will pass into the appropriate controlmode based on the comparisons made at operation 604 and 606.

At operation 608 of method 600, in one embodiment and as describedherein, a state of at least one valve within at least one vehiclesuspension damper of the vehicle is monitored, wherein the statecontrols a damping force within the at least one vehicle suspensiondamper.

At operation 610 of method 600, in one embodiment and as describedherein, based on the acceleration value threshold approach status andthe user-induced input threshold value approach status, determining acontrol mode for the vehicle suspension damper.

At operation 612 of method 600, in one embodiment and as describedherein, according to the control mode and based on the monitoring,damping forces are regulated within the at least one vehicle suspensiondamper by actuating the at least one valve to adjust to a desired state,such that a tilt of the vehicle's frame is reduced.

At operation 614 of method 600, in one embodiment and as describedherein, before the regulating at operation 610, a mode switch settingfor the at least one vehicle suspension damper is determined.

At operation 616 of method 600, in one embodiment and as describedherein, a period of time to hold the at least one vehicle suspensiondamper in the desired state is set, such that the period of time beginswhen a first threshold value is determined to have been exceeded andends when a second threshold value is determined to have been exceeded.

At operation 618 of method 600, in one embodiment and as describedherein, a period of time for the at least one vehicle suspension damperto settle down before a compression mode of the at least one vehiclesuspension damper is set to firm is established.

At operation 620 of method 600, in one embodiment and as describedherein, a set of times when threshold values are determined to have beenexceeded is tracked.

Of note with regard to method 600, the acceleration values that aremeasured may include lateral acceleration of the vehicle as is describedwith respect to method 800 of FIG. 8. Further, the user-induced inputsthat are measured may include the velocity with which a steering wheelis being turned and the absolute value of the difference between thesteering wheel's initial position before it was turned and its finalposition after it was turned, as is described with respect to method 800of FIG. 8.

FIG. 8 is a flow diagram of a method 800 for controlling vehicle motion,in accordance with an embodiment. The method 800 starts at operation802. The method 800 moves from operation 802 to operation 804.

At operation 804, in one embodiment, the control system 404 receivessignals from at least one sensor of the set of sensors 440 that givesinformation regarding a particular vehicle component. For example, asteering wheel sensor and an accelerometer send signals 442 to thecontrol system 404 regarding the velocity and position of the steeringwheel having been turned, and the acceleration that the vehicle isexperiencing. The control signal accessor 456 of the control system 404accessing these signals 442. The first comparer 406 compares themeasured acceleration of the vehicle with the predetermined accelerationthreshold value 418. The second comparer 410 compares the measuredsteering wheel velocity and position to the predetermined user-inducedinputs threshold values 448. The control mode determiner 454 determinesif any of the following scenarios at step 806 are met: 1) at 808, themeasured lateral acceleration of the vehicle is greater than thepredetermine acceleration threshold value; 2) at 810, the measuredsteering position is greater than the predetermined user-induced inputthreshold value for that steering wheel position AND the measuredlateral acceleration of the vehicle is greater than the predeterminedacceleration release threshold value; and 3) at 812, the measuredsteering velocity is greater than the predetermined user-induced inputthreshold value for that steering wheel velocity AND the measuredlateral acceleration of the vehicle is greater than the predeterminedacceleration release threshold value.

If any of the foregoing three conditions are found to be met, then thecontrol system 404 allows a control mode to be activated. The controlmode to be activated is determined by the control mode determiner 454.In this situation, the control mode includes: the inside compression tobe “soft”; the outside compression to be “firm”; the inside rebound tobe “firm”; and the outside rebound to be “soft”.

However, if all of the foregoing conditions are not met, then thecontrol mode determiner 454, at operation 816, determines if both of thefollowing conditions are met: 1) the measured steering wheel position isless than the predetermined velocity user-induced input threshold valuefor the steering wheel position; AND 2) the measured lateralacceleration is less than the predetermined acceleration threshold valuefor release. If both of the foregoing two conditions are found to bemet, then the control system 404 allows a control mode to be activated.The control mode to be activated is determined by the control modedeterminer 454. In this situation, the control mode includes, atoperation 818: the inside compression to be “medium” (at some point inbetween “soft” and “hard”); the outside compression to be “medium”; theinside rebound to be “medium”; and the outside rebound to be “medium”.

However, if the foregoing two conditions are not met, then a controlmode adjustment is not allowed, and the process moves back to start atoperation 802.

Of note, the method 800 may be implemented with a single directionsemi-active shock (in which the shock is only semi-active in rebound orcompression) on any combination of shock absorbers (i.e., the frontshock has semi-active rebound and compression, whereas the rear shockshas semi-active only for compression). The steering wheel sensor may bean absolute or incremental encoder, a potentiometer, a gyro, a halleffect sensor, etc. Additionally, for vehicles with a pair of inlinewheels/skis/tracks in the rear, the following logic is used: (a) Frontwheel/ski/track: Treat as inside for purposes of assigning firm/softcontrol mode; and (b) Rear wheel/ski/track: Treat as outside forpurposes of assigning firm/soft control mode.

Additionally, method 800 may be implemented in shock absorbers usingsprings. For example, method 800 may be implemented in a shock absorberhaving an air spring with a concentric cylinder bypass damper therein,shown in FIG. 9.

FIG. 9 depicts a side cross-sectional view of a shock absorber 900 uponwhich embodiments may be implemented. More specifically, the shockabsorber 900 includes an air spring integrated with a concentriccylinder bypass damper.

The shock absorber 900 includes the air spring 902 with a concentriccylinder bypass damper 912 slidably engaged therein. As shown, the airspring 902 includes the air spring chamber 906 and the shaft 908. Afitting 904 is disposed at the top of the air spring 902. The fitting904 is enables an entry of air into the air spring chamber 906.

The air spring chamber 906 has only air within, in one embodiment. Ascompression of the shock absorber 900 occurs, the concentric cylinderbypass damper 912 moves further into the air spring chamber 906 of theair spring 902. As the concentric cylinder bypass damper 912 movesfurther into the air spring chamber 906, the shaft 908 moves furtherinto the damping fluid chamber 914 of the concentric cylinder bypassdamper 912.

Upon the movement of the concentric cylinder bypass damper 912 into theair spring chamber 906, a damping effect occurs. The strength of thedamping effect is determined by the amount of air pressure that iswithin the air spring chamber 906. As the concentric cylinder bypassdamper 912 enters the air spring chamber 906 the volume of the airspring chamber 906 is increased. The air within the air spring chamber906 provides resistance to the movement of the concentric cylinderbypass damper 912 therein.

Additionally, in one embodiment, the electronic valve 460 is integratedwithin the concentric cylinder bypass damper 912. In one embodiment, forexample, the electronic valve 460 is integrated with the main pistonattached to the shaft 944. However, it should be noted that theelectronic valve 460 may be implemented elsewhere in or on the shockabsorber 918, as described herein with regard to other types of shockabsorber structures. See FIGS. 18A-18R for a description of theintegration of the electronic valve 460 onto various shock absorberdesigns.

FIG. 10A is a flow diagram of a method 1000 for controlling vehiclemotion, in accordance with an embodiment. The method 1000 starts atoperation 1002. The method 1000 moves from operation 1002 to operation1004.

At operation 1004, in one embodiment, the set of sensors 440 of thevehicle components 438 sense the vehicle speed, the wheel speed, theshock absorber position and the shock absorber velocity. At operation1006, after the control system 404 received the control signals from theset of sensors 440 including the information regarding the vehiclespeed, the wheel speed, the shock absorber position and the shockabsorber velocity, the control system 404 calculates the “soft” (someposition less than “medium”), “medium” (some position between “soft” and“firm”), and “firm” (some position more than “medium”) damping settings.

The following is a key for the equations detailed below:

SR: soft rebound damping setting;SC: soft compression damping setting;NR: medium rebound damping setting;NC: medium compression damping setting;FR: firm rebound damping setting;FC: firm compression damping setting;S_(V): speed of the vehicle;S_(W): speed of the individual wheels;P_(s): position shock;V_(S): velocity shock;T: temperature of shock;Tn: nominal temperature of shock;b_(xx): nominal damping setting;m_(xx): how damping setting changes based on vehicle speed, could be anyrelationship;n_(xx): how the damping setting changes based on difference in vehiclespeed and individual wheel speed, this could be any relationship;c_(xx): how the damping setting changes based on shock position, thiscould be any relationship;d_(xx): how the damping setting changes based on shock velocity, thiscould be any relationship; andg_(xx): how damping setting changes based on temperature, could be anyrelationship.

Regarding the “soft” setting control mode, the control system 404, inone embodiment, calculates the soft rebound and the soft compressioncontrol mode setting using the following equations:

Soft Rebound Control Mode Setting:

SR(S _(V) ,S _(w) ,P _(S) ,V _(S) ,T)=b _(sr) +m _(sr) S _(v) +n _(sr)(S_(W) −S _(V))+c _(sr) P _(S) +d _(sr) V _(s) +g _(sr)(T−T _(n))

Soft Compression Control Mode Setting:

SC(S _(V) ,S _(w) ,P _(S) ,V _(S) ,T)=b _(sc) +m _(sc) s _(v) +n _(sc)(S_(W) −S _(V))+c _(sc) P _(S) +d _(sc) V _(s) +g _(sc)(T−T _(n))

Regarding the “medium” setting control mode, the control system 404, inone embodiment, calculates the medium rebound and the medium compressioncontrol mode setting using the following equations:

Medium Rebound Control Mode Setting:

MR(S _(V) ,S _(w) ,P _(S) ,V _(S) ,T)=b _(mr) +m _(mr) s _(v) +n _(mr)(S_(W) −S _(V))+c _(mr) P _(S) +d _(mr) V _(s) +g _(mr)(T−T _(n))

Medium Compression Control Mode Setting:

MC(S _(V) ,S _(w) ,P _(S) ,V _(S) ,T)=b _(mc) +m _(mc) s _(v) +n _(mc)(S_(W) −S _(V))+c _(mc) P _(S) +d _(mc) V _(s) +g _(mc)(T−T _(n))

Regarding the “firm” setting control mode, the control system 404, inone embodiment, calculates the firm rebound and the firm compressioncontrol mode setting using the following equations:

Firm Rebound Control Mode Setting:

FR(S _(V) ,S _(w) ,P _(S) ,V _(S) ,T)=b _(fr) +m _(fr) s _(v) +n _(fr)(S_(W) −S _(V))+c _(fr) P _(S) +d _(fr) V _(s) +g _(fr)(T−T _(n))

Firm Compression Control Mode Setting:

FC(S _(V) ,S _(W) ,P _(S) ,V _(S) ,T)=b _(fc) +m _(fc) s _(v) +n _(fc)(S_(W) −S _(V))+c _(fc) P _(S) +d _(fc) V _(s) +g _(fc)(T−T _(n))

At operation 1008, in one embodiment, based on the calculated “soft”,“medium” and “firm” damping settings, the control system 404 sends anactuation signal to the power source 458, causing each of the shockabsorbers to adjust according to the calculated damping setting atoperation 1006; the rebound and/or compression damping control modes areactuated.

Of note, according to various embodiments, the vehicle speed sensor maybe a GPS, a wheel speed sensor, an inertial sensor, etc., or anycombination thereof. The wheel speed sensor may be a rotary/absoluteencoder, a gear tooth sensor, etc.

According to various embodiments, the shock position sensor may be aLVDT, a string pot, a double integral of an accelerometer or anyappropriate sensor.

According to various embodiments, the shock velocity sensor may be aderivative of a position sensor, an integral of an accelerometer or anyappropriate sensor.

According to various embodiments, the shock heat sensor may be athermocouple, a thermistor or any appropriate technology. The shock heatsensor may be internal or external to the chock body.

According to various embodiments, the decision between the firm and thesoft damping setting may be manual (e.g., the rider's choice) orautomatic based on a desired roll control determination, a desiredanti-squat control determination, driving history, etc.

According to various embodiments, the different firm and soft dampingsettings may be calculated for each wheel/track/etc. on the vehicle(i.e., this method is performed independently on each wheel/track/etc.).

FIG. 10B is a flow diagram of a method 1050 for controlling vehiclemotion, in accordance with an embodiment. With reference to FIGS. 4A-4Cand 10B, the method 1050 is described.

At operation 1055, in one embodiment, the set of control signals 442 areaccessed, wherein a first control signal of the set of control signals442 includes a measured vehicle speed value associated with a movementof a vehicle, a second control signal of the set of control signals 442includes a measured wheel speed value associated with a movement of awheel of the vehicle, a third control signal of the set of controlsignals 442 includes a measured vehicle suspension damper position valueof a movement of a vehicle suspension damper of the vehicle and a fourthcontrol signal of the set of control signals 442 includes a measuredvehicle suspension damper velocity value associated with the movement ofthe vehicle suspension damper, wherein the vehicle suspension damper iscoupled with a frame of the vehicle.

At operation 1060, in one embodiment, the measured vehicle speed value,the wheel speed value, the vehicle suspension damper position value andthe vehicle suspension damper velocity value with correspondingpredetermined vehicle speed threshold values 495, predetermined wheelspeed threshold values 496, vehicle suspension damper position thresholdvalues 490 and predetermined vehicle suspension damper velocitythreshold values 491, respectively, to achieve a threshold approachstatus.

At operation 1065, in one embodiment, a state of at least one valvewithin the at least one vehicle suspension damper is monitored, whereinthe state controls a damping force within the at least one vehiclesuspension damper.

At operation 1070, in one embodiment, based on the threshold approachstatuses, a control mode for the at least one vehicle suspension damperis determined.

At operation 1075, in one embodiment, according to the control modedetermined at operation 1070 and based on the monitoring performed atoperation 1075, damping forces are regulated within the at least onevehicle suspension damper by actuating the at least one valve to adjustto a desired state, such that a tilt of the frame is reduced.

FIG. 11A is a flow diagram of a method 1100 for controlling vehiclemotion, in accordance with an embodiment. The method 1100 starts atoperation 1102. The method 1100, in one embodiment, moves from operation1102 to operation 1104.

At operation 1104, in one embodiment, at least one set of sensors of theset of sensors 440 senses the vehicle speed.

After receiving the vehicle speed measurements having been sensed by theset of sensors 440, the control system 404 performs at least one ofthree operations 1106, 1110 and 1114.

At operation 1106, in one embodiment, the roll control thresholds, suchas the steering position threshold and the steering velocity threshold,are calculated. The steering position threshold, in one embodiment, iscalculated using the following equation:

SPT(s)=b _(sp) +m _(sp) s

The steering velocity threshold is calculated using the followingequation:

SVT(s)=b _(sv) +m _(st) s

At operation 1108, in one embodiment, the calculations performed atoperation 1106 are used to perform the roll control method 800 shown inFIG. 8.

At operation 1110, in one embodiment, the anti-dive thresholds, such asthe brake position trigger threshold and the brake velocity triggerthreshold, are calculated.

The brake position trigger threshold, in one embodiment, is calculatedusing the following equation:

BPT(s)=b _(bp) +m _(bp) s

The brake velocity trigger threshold, in one embodiment, is calculatedusing the following equation:

BVT(s)=b _(bv) +m _(bv) s

At operation 1112, in one embodiment, the calculations performed atoperation 1110 are used to perform the anti-dive method that will beexplained with respect to method 1200 of FIG. 12A.

At operation 1114, in one embodiment, the anti-squat thresholds, such asthe throttle position trigger threshold and the throttle velocitytrigger threshold, are calculated.

The throttle position trigger threshold, in one embodiment, iscalculated using the following equation:

TPT(s)=b _(tp) +m _(tp) s

The throttle velocity trigger threshold, in one embodiment, iscalculated using the following equation:

TVT(s)=b _(tv) +m _(tv) s

At operation 1116, in one embodiment, the calculations performed atoperation 1114 are used to perform the anti-squat method that will beexplained with respect to method 1300 of FIG. 13.

At operation 1118, in one embodiment, once the roll control method at1108, the anti-dive method at 1112 and/or the anti-squat method at 1116are calculated, the control system 404 sends an actuation signal to thepower source 458 to activate the electronic valve 100 or 460 to achievethe control modes determined based on the methods performed at operation1108, 1112 and/or 1116.

After the operation 1118 is complete, in one embodiment, the method 1100moves to the start at operation 1102.

Of note, in one embodiment, the vehicle speed sensor may be a GPS, awheel speed sensor, an inertial sensor, etc., or any combinationthereof. The operations performed at 1106, 1110 and 1115, in oneembodiment, may be enabled/disabled independently of each other.

FIG. 11B is a flow diagram of a method 1150 for controlling vehiclemotion, in accordance with an embodiment. With reference to FIGS. 4A-4Cand FIGS. 11A and 11B, the method 1150 is described.

At operation 1155, in one embodiment, a set of control signals 442,wherein a first control signal of said set of control signals 442includes a measured vehicle speed value associated with a movement of avehicle, and wherein a second control signal of the set of controlsignals 442 includes a set of values associated with at least oneuser-induced input, wherein a vehicle suspension damper is coupled witha frame of the vehicle.

At operation 1160, in one embodiment, the measured vehicle speed valueis compared with a predetermined vehicle speed threshold value 495 thatcorresponds to the vehicle, to achieve a speed value threshold approachstatus.

At operation 1165, in one embodiment, the set of values associated withthe at least one user-induced input is compared with a predetermineduser-induced input threshold value 448, to achieve a user-induced inputthreshold value approach status.

At operation 1170, in one embodiment, a state of a valve within thevehicle suspension damper is monitored, wherein the state controls adamping force within the vehicle suspension damper.

At operation 1175, in one embodiment, based on at least one of thevehicle speed value threshold approach status and the user-induced inputthreshold value approach status, a control mode for the at least onevehicle suspension damper is determined.

At operation 1180, in one embodiment, according to the control mode andbased on the monitoring, damping forces within the at least one vehiclesuspension damper are regulated by actuating the at least one valve toadjust to a desired state, such that a tilt of the frame is reduced.

FIG. 12A is a flow diagram of a method 1200 for controlling vehiclemotion, in accordance with an embodiment. The method 1200 provides for“anti-diving” control mode determinations. The method 1200 starts atoperation 1202. The method 1200 moves from operation 1202 to operation1204.

At operation 1204, in one embodiment, the set of sensors 440 sense thebrake pedal information, such as the position of the brake pedal and thevelocity at which the brake pedal moves in response to being pressed.

At operation 1206, in one embodiment, the control system 404 accesses(retrieves from the set of sensors 440 or receives from the set ofsensors 440) the sensed information from the set of sensors 440, such asthe brake position and the brake velocity. The control system 404, inone embodiment, compares the measured brake position and the measuredbrake velocity to the predetermined user-induced inputs thresholdvalues. More specifically, the measured brake position is compared tothe predetermined brake position trigger threshold value and themeasured brake velocity is compared to the predetermined brake velocitytrigger threshold value. In one embodiment, if the control modedeterminer 454 determines whether or not the following conditions aremet: the measured brake position is found to be greater than thepredetermined brake position trigger threshold; OR the measured brakevelocity is found to be greater than the predetermined brake velocitytrigger threshold. If the foregoing conditions of operation 1206 aremet, then the method 1200 moves to operation 1208.

At operation 1208, in one embodiment, the control mode determiner 454determines the following control modes: the control mode for the frontcompression is to be “firm”; the control mode for the rear compressionis to be “soft”; the control mode for the front rebound is to be “soft”;and the control mode for the rear rebound is to be “firm”. The controlsystem 404 sends an actuation signal to the power source 458 to causethe electronic valve 100 to adjust to achieve these control modes.

However, in one embodiment, if the foregoing conditions of operation1206 are not met, then the method 1200 moves from operation 1206 tooperation 1210. At operation 1210, in one embodiment, the control modedeterminer 454 determines if the following conditions are met: themeasured brake position is less than the predetermined brake positionrelease threshold; AND the measured brake velocity is less than thepredetermined brake velocity release threshold.

If it is determined that the foregoing conditions of operation 1210 aremet, in one embodiment, then the control mode determiner 454 determines,at operation 1212, the following control modes: the control mode for thefront compression is to be “medium”; the control mode for the rearcompression is to be “medium”; the control mode for the front rebound isto be “medium”; and the control mode for the rear rebound is to be“medium”. The control system 404 sends an actuation signal to the powersource 458 to cause the electronic valve 100 to adjust to achieve thesecontrol modes.

However, in one embodiment, if the foregoing conditions of operation1210 are not met, then the method 1200 moves from operation 1210 to thestart at operation 1202.

Of note, the method 1200, in one embodiment, may be implemented with asingle direction semi-active shock (only semi-active in rebound orcompression) on any combination of shock absorbers (i.e., the frontshock absorbers have semi-active rebound and compression, while the rearshock absorbers have semi-active only for compression). Of further note,the thresholds for the soft/medium/firm damping settings are configuredaccording to the methods 1000 and 1100. Additionally, the brake sensorof the set of sensors 440 may be a hardware sensor (e.g., potentiometer,LVDT, encoder, etc.) or a parameter read from the vehicle's computer.

FIG. 12B is a flow diagram of a method 1250 for controlling vehiclemotion, in accordance with an embodiment. With reference to FIGS. 4A-4C,12A and 12B, the method 1250 is described.

At operation 1255, in one embodiment, a set of control signals 442 areaccessed, wherein at least a first control signal of the set of controlsignals 442 includes a set of values associated with at least oneuser-induced input, wherein at least one vehicle suspension damper iscoupled to a frame of the vehicle.

At operation 1260, in one embodiment, a set of release thresholdsassociated with a brake position and a brake velocity of the at leastone user-induced input is accessed.

At operation 1265, in one embodiment, the set of values associated withthe at least one user-induced input is compared with the predetermineduser-induced input threshold values 448, to achieve a user-induced inputthreshold value approach status.

At operation 1270, in one embodiment, a state of at least one valvewithin the at least one vehicle suspension damper is monitored, whereinthe state controls a damping force within the at least one vehiclesuspension damper.

At operation 1275, in one embodiment, based on the user-induced inputthreshold value approach status and the set of release thresholds, acontrol mode for the at least one vehicle suspension damper isdetermined.

At operation 1280, in one embodiment, according to the control mode andbased on the monitoring, damping forces within the at least one vehiclesuspension damper are regulated by actuating the at least one valve toadjust to a desired state, such that a tilt of the frame is reduced.

FIG. 13A is a flow diagram of a method 1300 for controlling vehiclemotion, in accordance with an embodiment. The method 1300 provides for“anti-squatting” control mode determinations. The method 1300 starts atoperation 1302. The method 1300 moves from operation 1302 to operation1304.

At operation 1304, in one embodiment, the set of sensors 440 sense thethrottle information, such as the position of the throttle and thevelocity at which the throttle moves in response to being pressed.

At operation 1306, in one embodiment, the control system 404 accesses(retrieves from the set of sensors 440 or receives from the set ofsensors 440) the sensed information from the set of sensors 440, such asthe throttle position and the throttle velocity. The control system 404,in one embodiment, compares the measured throttle position and themeasured throttle velocity to the predetermined user-induced inputsthreshold values. More specifically, the measured throttle position iscompared to the predetermined throttle position trigger threshold valueand the measured throttle velocity is compared to the predeterminedthrottle velocity trigger threshold value. In one embodiment, if thecontrol mode determiner 454 determines whether or not the followingconditions are met: the measured throttle position is found to begreater than the predetermined throttle position trigger threshold; ORthe measured throttle velocity is found to be greater than thepredetermined throttle velocity trigger threshold. If the foregoingconditions of operation 1306 are met, then the method 1300 moves tooperation 1308.

At operation 1308, in one embodiment, the control mode determiner 454determines the following control modes: the control mode for the frontcompression is to be “soft”; the control mode for the rear compressionis to be “firm”; the control mode for the front rebound is to be “firm”;and the control mode for the rear rebound is to be “soft”. The controlsystem 404 sends an actuation signal to the power source 458 to causethe electronic valve 460 to adjust to achieve these control modes.

However, in one embodiment, if the foregoing conditions of operation1306 are not met, then the method 1300 moves from operation 1306 tooperation 1310. At operation 1310, in one embodiment, the control modedeterminer 454 determines if the following conditions are met: themeasured throttle position is less than the predetermined throttleposition release threshold; AND the measured throttle velocity is lessthan the predetermined throttle velocity release threshold.

If it is determined that the foregoing conditions of operation 1310 aremet, in one embodiment, then the control mode determiner 454 determines,at operation 1312, the following control modes: the control mode for thefront compression is to be “soft”; the control mode for the rearcompression is to be “soft”; the control mode for the front rebound isto be “soft”; and the control mode for the rear rebound is to be “soft”.The control system 404 sends an actuation signal to the power source 458to cause the electronic valve 460 to adjust to achieve these controlmodes.

However, in one embodiment, if the foregoing conditions of operation1310 are not met, then the method 1300 moves from operation 1310 to thestart at operation 1302.

Of note, the method 1300, in one embodiment, may be implemented with asingle direction semi-active shock (only semi-active in rebound orcompression) on any combination of shock absorbers (i.e., the frontshock absorbers have semi-active rebound and compression, while the rearshock absorbers have semi-active only for compression). Of further note,the thresholds for the soft/medium/firm damping settings are configuredaccording to the methods 1000 and 1100. Additionally, the throttlesensor of the set of sensors 440 may be a hardware sensor (e.g.,potentiometer, LVDT, encoder, etc.) or a parameter read from thevehicle's computer.

FIG. 13B is a flow diagram of a method 1350 for controlling vehiclemotion, in accordance with an embodiment. With reference to FIGS. 4A-4C,34A and 34B, the method 1350 is described.

At operation 1355, in one embodiment, a set of control signals 442 areaccessed, wherein at least a first control signal of the set of controlsignals 442 includes a set of values associated with at least oneuser-induced input, wherein at least one vehicle suspension damper iscoupled to a frame of the vehicle.

At operation 1360, in one embodiment, a set of release thresholdsassociated with a throttle position and a throttle velocity of the atleast one user-induced input is accessed.

At operation 1365, in one embodiment, the set of values associated withthe at least one user-induced input is compared with the predetermineduser-induced input threshold values 448, to achieve a user-induced inputthreshold value approach status.

At operation 1370, in one embodiment, a state of at least one valvewithin the at least one vehicle suspension damper is monitored, whereinthe state controls a damping force within the at least one vehiclesuspension damper.

At operation 1375, in one embodiment, based on the user-induced inputthreshold value approach status and the set of release thresholds, acontrol mode for the at least one vehicle suspension damper isdetermined.

At operation 1380, in one embodiment, according to the control mode andbased on the monitoring, damping forces within the at least one vehiclesuspension damper are regulated by actuating the at least one valve toadjust to a desired state, such that a tilt of the frame is reduced.

FIG. 14A is a flow diagram of a method 1400 for controlling vehiclemotion, in accordance with an embodiment. The method 1400 provides forcenter of gravity restoration control mode determinations. The method1400 starts at operation 1402. The method 1400 moves from operation 1402to operation 1404.

At operation 1404, in one embodiment, the set of sensors 440 sense thecenter of gravity information, such as the pressure applied to thevehicle seats and the pressure applied to the vehicle's cargo bay (dueto transporting items [e.g., luggage, fuel, etc.]).

At operation 1406, in one embodiment, the control system 404 accesses(retrieves from the set of sensors 440 or receives from the set ofsensors 440) the sensed information from the set of sensors 440, such asthe sensed pressure applied to the vehicle's seats and the sensedpressure applied to the vehicle's cargo bay. The control system 404, inone embodiment, at operation 1406, calculates the approximate center ofgravity of the vehicle and the passengers/cargo based on the pressuresmeasured at operation 1404.

At operation 1408, in one embodiment, the damping is adjusted at eachcorner of the vehicle, via the shock absorbers, to compensate for theshift, if any, in the vehicle's center of gravity.

Of note, the method 1400, in one embodiment, may be implemented with asingle direction semi-active shock (only semi-active in rebound orcompression) on any combination of shock absorbers (i.e., the frontshock absorbers have semi-active rebound and compression, while the rearshock absorbers have semi-active only for compression).

FIG. 14B is a flow diagram of a method 1450 for controlling vehiclemotion, in accordance with an embodiment. With reference to FIGS. 4A-4C,14A and 14B, the method 1450 is described.

At operation 1455, in one embodiment, a set of control signals 442 areaccessed, wherein at least a first control signal of the set of controlsignals includes a set of values associated a pressure applied to avehicle component of a vehicle, wherein at least one vehicle suspensiondamper is coupled to a frame of the vehicle.

At operation 1460, in one embodiment, a set of predetermined vehiclecomponent base-level pressure values associated with the vehiclecomponent is accessed.

At operation 1465, in one embodiment, the set of values associated witha pressure applied to the vehicle component are compared with the set ofpredetermined vehicle component base-level pressure values.

At operation 1470, in one embodiment, based on the comparing, anapproximate shift in a center of gravity of the vehicle is calculated.

At operation 1475, in one embodiment, a state of at least one valvewithin the at least one vehicle suspension damper is monitored, whereinthe state controls a damping force within the at least one vehiclesuspension damper.

At operation 1480, in one embodiment, based on the calculating and themonitoring, a control mode for the at least one vehicle suspensiondamper is determined, that, if actuated, would compensate the vehiclefor the shift in the center of gravity.

At operation 1485, in one embodiment, according to the control mode,damping forces are regulated within the at least one vehicle suspensiondamper by actuating the at least one valve to adjust to a desired state,such that the base-level center of gravity is approximately restored.

FIG. 15A is a flow diagram of a method 1500 for controlling vehiclemotion, in accordance with an embodiment. The method 1500 provides forfreefall control mode determinations. The method 500 starts at operation1502. The method 1500 moves from operation 1502 to operation 1504.

At operation 1504, in one embodiment, the set of sensors 440 senseacceleration information, such as the acceleration informationassociated with a vehicle component.

At operation 1506, in one embodiment, the control system 404 accesses(retrieves from the set of sensors 440 or receives from the set ofsensors 440) the sensed information from the set of sensors 440, such asthe acceleration information. The control system 404, in one embodiment,compares the measured vehicle component acceleration with a freefallacceleration threshold. If the measured vehicle component accelerationis found to be less than the freefall acceleration threshold, then atoperation 1508, in one embodiment, a freefall timer is set.

At operation 1510, in one embodiment, subsequent to the freefall timerbeing set, the front compression control mode is set to “firm”, the rearcompression control mode is set to “firm”, the front rebound controlmode is set to “soft” and the rear rebound control mode is set to“soft”.

However, if at operation 1506, the measured vehicle body acceleration ismore than the freefall acceleration threshold, then at operation 1512,in one embodiment, a freefall timer is decremented.

At operation 1514, in one embodiment, after the freefall timer isdecremented at operation 1512, it is determined whether or not thefreefall time has expired.

If the freefall timer is found to have expired, then at operation 1516,in one embodiment, the front compression control mode is set to “soft”,the rear compression control mode is set to “soft”, the front reboundcontrol mode is set to “soft” and the rear rebound control mode is setto “soft”.

However, in one embodiment, if at operation 1514, it is found that thefreefall timer has not expired, then the method 1500 moves to the startat operation 1502.

Of note, the above method 1500 may be implemented with a singledirection semi-active shock (only semi-active in rebound or compression)on any combination of shock absorbers (i.e., the front shock absorberhas semi-active rebound and compression, whereas the rear shock absorberhas semi-active only for compression). The thresholds and the soft/firmdamping settings are configured in methods described herein. The intentof the freefall timer is to keep the compression firm for a short timeafter freefall ends (approximately 1s in testing, but configurable insoftware).

FIG. 15B is a flow diagram of a method 1550 for controlling vehiclemotion, in accordance with an embodiment. With reference to FIG. 15B andFIGS. 4A-4C, the method 1550 is described.

At operation 1555, in one embodiment, a set of control signals areaccessed, wherein at least a first control signal of the set of controlsignals includes a measured acceleration value associated with amovement of a vehicle component of a vehicle, wherein the vehiclecomponent is coupled with a frame of the vehicle via at least onevehicle suspension damper.

At operation 1560, in one embodiment, a set of freefall accelerationthreshold values is accessed.

At operation 1565, in one embodiment, the measured acceleration value iscompared with the set of freefall acceleration threshold values.

At operation 1570, in one embodiment, a state of at least one valvewithin the at least one vehicle suspension damper is monitored, whereinthe state controls a damping force within the at least one vehiclesuspension damper.

At operation 1575, in one embodiment, based on the comparing, a controlmode is determined for the at least one vehicle suspension damper.

At operation 1580, in one embodiment, according to the control mode andbased on the monitoring, damping forces are regulated within the atleast one vehicle suspension damper by actuating the at least one valveto adjust to a desired state, such that a tilt of the frame is reduced.

FIG. 16A is a flow diagram of a method 1600 for controlling vehiclemotion, in accordance with an embodiment. The method 1600 provides forcontrol mode determinations based on a vehicle's global position, thetime of day, the calendar date, the environmental temperature, and thehumidity. The method 1600 starts at operation 1602. The method 1602moves from operation 2602 to operation 1604.

At operation 1604, in one embodiment, the set of sensors 440 sense thevehicles global position, the environmental temperature and thehumidity.

At operation 1606, in one embodiment, a date tracker 478 determines thetime of day and the calendar date.

At operation 1608, in one embodiment, the control system 404 accesses(retrieves from the set of sensors 440 or receives from the set ofsensors 440) the sensed information from the set of sensors 440 (such asthe vehicle global position information, the environmental temperatureinformation and the humidity information) and the date information fromthe date tracker 478 (such as the time of day and the calendar date).The control system 404, in one embodiment, compares the determinedvehicle global position with a database of information regarding globalpositioning, compares the measured environmental temperature values withpredetermined environmental temperature threshold values, and comparesthe measured humidity values with predetermined humidity thresholdvalues 489. The control system 404 then determines, based on thecomparisons made and the date information, control mode settings foreach of the vehicle shock absorbers.

At operation 1610, in one embodiment, the control system 404 causes thecontrol modes to be applied to the shock absorbers by setting therebound and/or compression damping control modes.

FIG. 16B is a flow diagram of a method 1650 for controlling vehiclemotion, in accordance with an embodiment. With reference to FIG. 16B andFIGS. 4A-4C, the method 1650 is described.

At operation 1655, in one embodiment, a set of control signals 442 isaccessed, wherein at least a first control signal of the set of controlsignals 442 includes a measured location information associated with alocation of a vehicle, wherein a vehicle suspension damper is coupledwith a frame of the vehicle, wherein at least a second control signal ofthe set of control signals includes measured environmental information.

At operation 1660, in one embodiment, a set of date values is accessed.

At operation 1665, in one embodiment, the measured environmentalinformation is compared with predetermined environmental thresholdvalues 487.

At operation 1670, in one embodiment, a state of at least one valvewithin the at least one vehicle suspension damper is monitored, whereinthe state controls a damping force within the at least one vehiclesuspension damper.

At operation 1675, in one embodiment, based on the measured locationinformation, the set of date values and the comparing, a control modefor the at least one vehicle suspension damper is determined.

At operation 1680, in one embodiment, according to the control mode andbased on the monitoring, damping forces are regulated within the atleast one vehicle suspension damper by actuating the at least one valveto adjust to a desired state, such that a tilt of the frame is reduced.

At FIGS. 17A-17C, user interfaces of the auto mode screen 1700, themanual mode screen 1720 and the shock setup screen 1740 are shown, inaccordance with various embodiments. These user interfaces may appear ona touchscreen mounted in a vehicle or on a small phone/tablet that maybe accessed remotely, in various embodiments.

The auto mode screen 1700 at FIG. 17A appears on an interactive touchscreen, which includes any of the following options for automaticperformance: a roll control option 1702; a load detect option 1704; ananti-squat option 1706; an anti-dive option 1708; and a freefall option1710. Any of these options may be enabled or disabled. Additionally, avehicle 1712 is shown at the auto mode screen 1700. A visual indicator(e.g., a color, a pattern, etc.) at each wheel shows if the rebound orcompression of the shock absorber located at that wheel base is firm orsoft.

The manual mode screen 1720 at FIG. 17B appears on an interactive touchscreen, which includes various selectable options that, once selected,support a certain terrain, style, location, driving style, etc. relatedto the selection. For example, selectable options may include any of thefollowing: a woods option 1722; a desert option 1724; a Barstow option1726; a firm setting option 1728; a soft setting option 1730; a towingoption 1732; and a rookie (slow driving) option 1734. Basically,parameters may be chosen based on a location of the vehicle or type ofterrain anticipated to be traveling upon, for example. Additionally,parameters may be controlled through a remote phone that iscommunicatively coupled with a wireless transmitter located at thevehicle. Further, the manual mode screen 1720 may also include a visualof a vehicle 1736. A visual indicator (e.g., a color, a pattern, etc.)at each wheel represents what control mode under which each wheel isoperating.

The shock setup screen 1740 at FIG. 17C appears on an interactive touchscreen, in one embodiment, which includes displays a representation ofthe extent to which each shock absorber is functioning under aparticular control mode. For example, the front right shock setup 1742is shown to be functioning under all four control mode settings (“FirmComp” 1744, “Firm Reb” 1746, “Soft Comp” 1748, and “Soft Reb” 1750) atvarying levels, as is represented by the color indicator extending fromeach control mode setting label.

It should be noted that any of the features disclosed herein may beuseful alone or in any suitable combination. While the foregoing isdirected to embodiments of the present invention, other and furtherembodiments of the invention may be implemented without departing fromthe scope of the invention, and the scope thereof is determined by theclaims that follow.

What we claim is:
 1. A non-transitory computer readable storage mediumhaving stored thereon, computer-executable instructions that, whenexecuted by a computer, cause the computer to perform a method forcontrolling vehicle motion of a vehicle, said method comprising:accessing a set of control signals, wherein at least a first controlsignal of said set of control signals comprises a set of valuesassociated with at least one user-induced input, wherein at least onevehicle suspension damper is coupled to a frame of said vehicle;accessing a set of release thresholds associated with a throttleposition and a throttle velocity of said at least one user-inducedinput; comparing said set of values associated with said at least oneuser-induced input with a predetermined user-induced input thresholdvalue, to achieve a user-induced input threshold value approach status;monitoring a state of at least one valve within said at least onevehicle suspension damper, wherein said state controls a damping forcewithin said at least one vehicle suspension damper; based on saiduser-induced input threshold value approach status and said set ofrelease thresholds, determining a control mode for said at least onevehicle suspension damper; and according to said control mode and basedon said monitoring, regulating damping forces within said at least onevehicle suspension damper by actuating said at least one valve to adjustto a desired state, such that a tilt of said frame is reduced.